Personaly I don't lift on changes

simon,

does that mean you actually keep your foot hard to the floor during the complete shift/run in that case?

sound obvious but I am new to this 1/4 stuff. jb asked about this yesterday but I said it would be pointless . he said that is what prodrive do;) but I wondered if wheel peaking at about 5800-6000rpm(WR1 guess) but having a revlimiter at 7500???(WR1) compared to jb's wheel peak at about 6000 but only a 7k limit would have anything to do with it?. I just wondered if possibly WOT in WR1 , clutch flicked at about 6k , revs jump towards limiter but next gear selected and clutch back up before hitting limiter was possible , or do you just rattle the limiter :eek:

T-uk

I don't lift, from the start of the run to the end the throttle stays mashed into the bulkhead. I only "kick" the clutch too, basicaly load the stick slightly and as it comes to the change point (usualy the limiter) I kick the clutch a bit and pull the lever through. This method results in maybe 1 bad change in 10 so you have to be prepared for "bad" runs, but it gives changes that are on a par with a sequential.

Just for info, I have not performance tested a WR1, but I was responsible for the "old" STi PPP figures

Cheers

Simon

you could always go for cluchless bike type changes not that drivetrain friendly tho
may be better on a cr box?
had to do this once in a car with a snapped clutch cable miles from anywhere no fun at junctions mind :D
you can get kits that cut the ignition for a varible time span allowing the gears to mesh supposed to work quite well
summat like this http://www.demon-tweeks.co.uk/catalogue/product_detail.asp?PCODE=HPPTQSTSR4001&GRP=MCP037&PGRP=MC005&CLS=MCYCLE&code=HPPTOS3004&from=search
richie

as long as you make allowance for 35 deg ambient v's 10 deg ambient

Yes, JB remember to correct for this when comparing Iceland to Crail to TOTB2 times ;)

Andy

simon,

sounds brutal . so after using the limiter as a shift light you then hold it on the limiter while you go for the next gear and then drag it off the limiter under full load :eek:

jb ,

now you know what to do :D ,just unplug knocklink first . I'll stick with trying not to hit the limiter though.

andy,

LOL , it was mentioned that you did it on the hottest day of the year

Good point Andy.

Yes, JB remember to correct for this when comparing Iceland to Crail to TOTB2 times ;)

Andy
LOL , it was mentioned that you did it on the hottest day of the year

But I would have thought that the hottest day in Crail, was pretty much on a par with an average day in Iceland ;)

Mark.

It is pretty brutal... But nobody said anything about mechanical sympathy, just going fast :)

It is pretty brutal... But nobody said anything about mechanical sympathy, just going fast :)

Good point :D

was pretty much on a par

please, no swearing on the thread mark ;) :p

lol @ Mark always having to plug his products ;) :D :D

LOL.

http://www.johnbanks.dsl.pipex.com/VE.gif

Just working out regression calculations as above based on lots of logged airflow vs MAP*RPM data. I could use these or tables in the MAP converter box.

Above plot is an approximate model of VE which is quite close I think. Ignore the absolute VE numbers - the shape is what is relevant, the scale is arbitary.

Some areas are "dead" - ie boost at 1000 RPM.

The main deficit in VE is at idle - combination of low RPM and vacuum means it is only about 50% of the VE of full boost.

Interestingly VE seems higher on boost than at atmospheric pressure. At least according to the MAF sensor.

http://bbs.22b.com/cgi-bin/ultimatebb.cgi?ubb=get_topic&f=7&t=000240&p=4#000151

Update on the MAF conversion, ready to test real soon.

Then on to removing the APS induction to fit the big K&N, with heatshielding, plus other thermal insulation around the turbo (blanket) and elsewhere as necessary.

Will be interesting to see what this all does, I am hoping it just reduces the thirst for octane and reduce the EGT so I can get similar to previous best performance without using so much in the way of additives, or just 1-2ml/L NF.

Methanol does knock the fuel economy running stoich on cruise.

iON don't seem to be replying recently, might consider putting an 06H wheel in this 20G if not.

And that is about it, no other plans at present. Enjoying the car a lot though :) A heck of a lot :D

Think the reality is a bit different to that graph, there are specific areas of high ve that you haven't identified in that particular one.

bob

Hopefully I can just adjust those in the main fuel map - this is to get it ball park. BTW the graph above is not the latest - see the table at the end of the code, but the WOT areas are not much different to the graph above in the code.

I'll have to see how it runs, logging wideband on WOT shows 11.6:1 AFR and it doesn't move more than +-0.2 AFR from 3500 to 7000 RPM on the wideband even with fairly reasonable logging frequency (from the wideband itself), and in logging the MAF sensor with 4Hz logging doesn't pick out any wild VE spots. Maybe the change is quicker than that. I'll look out for any signs.

My present fuel map IIRC has a bit extra at 4400, 5200 and 6000 RPM, but not much but then I don't know what effect the fuel compensation maps are having because I've never altered it. There is actually a sparkly zone at 6500 at present, think as the load is dropping at 6400 RPM it drops to an area a bit advanced.

Sorted out the ECU reflashing problems, have a MAF based ECU to run and one MAP based ECU to run. It runs very smoothly off MAP, needs tidying up of that VE table.

Have leaking headers, leaving to sort until the iON turbo arrives in a few weeks. At that time will get welded up, fit manifold spacers (thanks P20SPD), and rework the whole inlet tract, plus a load of heat insulation - turbo blanket, induction kit, coolant pipes etc.

let me know if you find anywhere cheap for turbo blankets.

Demon Tweeks for three figures IIRC. Haven't found anything cheaper.

I spoke to Jack on saturday John?

exactly.. exhaust wrap on the turbo?

David

Exhaust wrap on turbo - is that what is being suggested?

Rallydesign have the turbo blankets as well.

Conrad

might be worth a try?

conrad.. they are still expensive..

What are they made of?

Bit of fireproof insulation and some tin foil??

Still not 100% happy keeping all that heat in the turbo.

Would a heat shield not work as well, but still allow some heat to escape from the turbo bearings?

Simon

What about the oil i.e will it be up to it??

Will you need a big oil cooler??

Highest oil temp I've seen is 109C using high revs in top gear. Usually it takes quite a hard drive to breach 100.

Turbo blanket is supposed to reduce lag having been off the throttle for a while by retaining heat, also keeping it away from my induction pipes would be nice.

I've been logging temperatures in the inner wing where the present "cold air" feed is, they are bad enough, but then my intercooler pipes run near my headers and the turbo as well! Not really ideal layout in more ways than just long intercooler pipes and long headers.

john it wont cook the oil then?

John this type of insulation might work better :

http://www.deadboltspeed.com/coatedvf34.JPG

http://www.deadboltspeed.com/coatedvf34_2.JPG


Carlos H.

That has been cryo treated hasnt it?