I will mail you john. I don't believe you have seen representative results.

 

John, does a TD06/20G fits with your 2.5 ????

 

I could get the turbine cover machined out to accept a TD06 or TD06H wheel, but I don't like what I see for spool up vs. power from the US.

 

341 WHP on Delta Dash with 100% methanol (no water) injection and Optimax with no NF. Still to see if NF and methanol effects are additive. Loses power and smoothness when 50% water added. Sweet spot AFR is about 12, going leaner makes it less smooth and hotter. Boost is sweet at 21 midrange, 19 PSI at 6000 RPM.

Optocoupler arrived for RPM level shifting to 5V for the MAP converter microcontroller.

Then for the airfilter.

Trying to decide what to do re turbos - stay with what I have, 6H or iON.

Sensible choice is stay what I have now the boost creep and EGTs are acceptable, given it is a standard block but the power is only just 400 BHP flywheel at Dastek's new dyno. 353 WHP though which tells a different story, and 391 lbft with a broad torque curve. The present torque level makes it a nice drive, you can get a bit more with more boost, but it sounds and feels strained and gets rather hot.

Also need a separate methanol tank as it is an atrocious screenwash! And probably a DDS2 as well.

 

John, I assume the 12:1 AFR you mention is measured with a Wideband and with Methanol injection. If yes, your actual petrol AFR is leaner because the Methanol is also a kind of fuel. How many Methanol do you use? (I mean in relation to the petrol)

Mark.

 

I think it is about 10% based on my calculations from nozzle size, 740s, fuel pressure and IDC.

I'm actually thinking I might just put the methanol in the petrol tank!? It is only 20p more per litre than fuel, and I need about 5 litres in a tank.

 

I thought methanol actually made your AFRs go leaner, since it has a higher stoich point.

Carlos H.

 

Carlos,

It will make the AFR leaner when mixed with the petrol. In John's case the Methanol is added by a seperate nozzle, so it causes the car to run richer.

Mark.

 

Mark you are right forgot about that ...... so how is the twinscroll project ????? ...... r u going to use on of the PE turbos ?

Carlos H.

 

Carlos,

I am still thinking about what parts to use.... (and saving some money )

I am waiting for the results Bob is having with his STi9, so I know what the standard Twin-Scroll turbo can produce. On a 2.5 it could produce a bit more HP, because the lower boost pressure enables the turbo to work in a more efficient zone. If this is below my target, which is 370 - 380 (cranck) HP, I will use the PE1825 turbo.

Mark.

 

Don't bank on getting a lot more from the 2.5 than the 2.0 on the same turbo. Maybe 10 WHP? Exhaust back pressure seems to be the key and that is probably more flow related than boost?

 

Mark

How about a Ti shaft twin scroll TD05-big16G from an EVO ?
Requires a custom up/down flange but spool would be good and power should reach your target ?

Andy

 

I agree!

I will have a look at that! I know someone who builds and services lots of rally EVO´s, I will borrow one to look how it can be fitted.

Isn´t 360 - 370HP pretty much the limit for an EVO turbo? On the more efficient Mitsu engine.... ()

Is it a 16G big compressor which is used? Can it be converted to 20G?

Mark.

 

It is a big 16G (same wheel OD as 20G) but it rotates the other way so std 20G wheel doesn't fit, well it does fit but....
The turbo is orientated differently too being LH instead of RH rotation, ideal for a route to FMIC down the RH side of the car.

The compresor map is ideal for a high torque engine and should allow for over 400lb-ft on a 2.0 no problem

I have one if you're stuck

Andy

 

I don´t think it will improve efficiency when the "normal" 20G wheel will be used.

Is there a 20G wheel available for use in this turbo?

Mark.

 

434 BHP (at 1.27 bar), 395 lbft (at 1.4 bar) at Star today.

Standard MY02 WRX did 212, P1 did c.270 as benchmarks.

 

Nice it is all coming together now after all the faff with all the delayed/failed engines, broken gearbox and over-rated clutch which set me back about 9 months.

At this stage, special thanks should go to:

T-uk for everything! (coffee, humour, new swear words, god with a spanner and behind the wheel, endless weeks of support, always being right, discussion and work on my car, man I REALLY owe you!)
Andy F (turbo, endless advice and spanner wielding)
Subaru (engine and box, excellent under-rated pieces both the EJ257 and 6MT, far better than the aftermarket trash I wrestled with for months and lost much sleep over)
Ecutek for debugging weird ECU features and for excellent mapping tools, Road Dyno is my friend
Roger Clark/AP for superb clutch and flywheel which just get on with the job and are beautifully made
Bob & Harvey for advice and moral support
Alan Garrod for advice
Falkland Performance for spanner work when I got fed up with it and needed a job done
Job Gevers for spot on advice, support, rapid diagnostics
And lots of others who have supported me

It is not finished yet, but it is getting near now I think

 

John,

Very good result (should I say very good start ?).
What about a 500bhp daily driver then

PS : your wife is not part of the thanking list

 

She is totally uninterested in cars beyond her Ford Puma which she insists is "kittenish" and fast enough. I bought that to shut her up about my car. It worked

 

John, did it make any more bhp at 1.4bar??
Good results!!, time for a different turbo?

Rob

 

Rob I set it up with Delta Dash road dyno. Running 1.4 bar at the top got it hot, had to retard and/or make it richer, and it makes no more power. Bear in mind 1.27 bar on a 2.5 could be considered to be like 1.8 bar on a 2.0, so the turbo is rather stretched. It does make more power at this boost than lower boost though.

For pure top end going bigger would be better, for driveability and virtually no lag I'm not so sure for a road car. I await comparison with Harvey's setup at Prosport to help me decide whether to fit an iON P450.

 

"coffee, humour, new swear words" --no problem

"god with a spanner and behind the wheel" --more with the sledge hammer and heavier stuff but cheers, driving to check for det , I should be thanking you

"endless weeks of support" --had to! , could not risk you aborting the project and leaving me a goosed scoob with no engine , box.......etc. in my garage

"always being right" --no, just realised not to trust someones claims long before you

"discussion and work on my car, man I REALLY owe you!)" --pish! you help me enough , which reminds me, I need a hand to put the tv back on it's stand. gina helped me lift it down but I do not want her lifting it from floor level.


I remember you getting all excited about this not too long ago

http://john-harley.fotoblog.me.uk/p2851612.html

 

 

Thanks also to Pavlo for the head porting and to Mark (EMS) for the MAP conversion advice.

 

Now that would be interesting!

Have you set your goals any higher yet

Rob

 

Don't go there, John.( You're so close.)

"It's a lang road that disnae hae a turn laddie."

Could do with a bigger turbo though!LOL.

Darn! that 2.5.

Cheers Steve.

 

I am waiting to see how I do back to back with Harvey at Prosport to decide on the turbo.

 

Look forward to it.

I have my P650 but concerned that at 2.2 Litres only I wont flow enough air to get any power out of it.

Thoughts?

 

If you run the boost....

 

The file name gives the hint