David_Wallis

Can you email me your graph?

As Im scanning all the past well lane ones in for our own dyno site (well lane 1 / 2 /3 /4) As scoobynet dont seem interested..

David

Andy.F

Rich should have another copy ? which I thought he was sending to you ?
I'll Email it anyway

johnfelstead

btt to sort a bug.

Andy.F

I think he was joking John !

EMS

Concerning the NASIOC list:

Why should a VF23 flow more than a VF24, as it uses the same compressor? Same for the PE1818 and PE1820.

P.S. Interesting list though!

Mark.

Andy.F

BTT for Rob

ricco

Andy, how come you managed this with a standard ECU

I don't think i've read anywhere anyone else making big power without a remap... And with folk talking about remaps with just an exhaust and air filter makes me even more amazed that you can do this

I don't profess to know much (certainly not even in the same league as you guys) but just curious as to why the remap is so necessary for everyone else when it has obviously not been required for you... How do you run such high boost/overcome fuel cut with a standard ECU

john banks

Andy does lots of clever things mechanically, pneumatically, and with tremendous insight to control fuelling, boost and timing. He controls fuelling by using different numbers or sizes of injectors and controlling fuel pressure. Controls boost with 2 stage Dawes type boost control, and uses factory ignition maps without interference from the knock sensor. He has freed up the breathing and controlled temperatures so well with inlet and exhaust that he can run quite hilarious ignition timing without detonation.

ricco

Thanks John.

Does this mean 'poor' timing so with a new ECU, the power could be much greater?

tweenierob

Thanks Andy.. time for me to get reading...

Rob.

tweenierob

Andy YHM to your profile add.

Rob

mlambert

the VF23 flows more than the VF24 because the exhaust side is bigger, same with the PE1818 vs 1820. Reading compressor maps is only one part of the picture. This CFM list that hotrod put together for nasioc is only a very rough guess for what you can expect outa the common subaru bolt pattern turbos we have access to over here. Call it an educated guess and be happy

john banks

Ricco it means fantastically advanced... well it is fantastic if you can get rid of the det like he has been able to. Usually you have to retard timing to suit bigger turbos and more boost. To be able to run factory timing without det means you have done very well with breathing mods.

Andy.F

The results of this project exceeded expectations somewhat by giving 432 bhp and 357 lb-ft of torque. Attached below is my print from Well Lane

The 'blips' at 3500rpm I presume to be slip ? The kink as it approaches peak torque at 5700rpm is also slip I believe.
Switch from low to high is at 4300rpm. I need a 'proper' boost controller to iron out the notch that occurs due to the wastegate slamming shut then opening again as it switches over !

Also notable is the power is still rising as it is shut off at 7000 rpm !



Low boost setting of 1.2 bar will give 375 bhp (tested at well lane)

The engine spec for this is as below

Sti 4 pistons
STi head gaskets
2" Scoobysport uppipe
Twin dump Falkland downpipe
3" Jetex system
K&N filter and direct feed
Front entry WRX inlet manifold
550cc Mazda RX7 injectors
Parallel feed fuel supply
FSE fuel regulator
Lateral performance uprated fuel pump
FMIC (pace cores)
Minor head porting
Standard WRX cast headers ported
Standard WRX closed deck block
Standard WRX cams
Standard WRX rods and crank
Standard WRX ECU
Standard WRX turbo with bolt on 20G wheel and cover

Approx £1600 would cover the parts fitted but not my time !!!
£3.70 per bhp


Andy

[Edited by Andy.F - 2/5/2003 4:17:58 PM]