hmmmm......... wonder who that could be green granada perchance? last seen in the IOM.

cheers

big sinky

 

if your brave enough shout "i've got a flat garage floor.. then run.. before he nuts you!!".. if he grin's... looks mad.. then yup its him..

David

 

pmsl!

 

he ain't got that garage floor sorted yet. still for a 5 aside footy match it wont be too bad. yes his garage is that fookin big.

cheers

big sinky

 

Ive never played football on a hill

 

don't mention hill and garage in the same sentence for **** sake. if stevie reads this he might decide to turf me out of our hotel in york at the end of the month. i really dont fancy sleeping in the car. while fast, it aint the most comfortable.
@ dr banks
sorry for hijacking the thread.
@dave
make yourself known at TOTB and then we can have a wee sly laff at stevie's uneven garage floor.

cheers

big sinky

 

No problem with hijack.

Most of the work is now focussed on the 22b MAF conversion thread. The rest of the car is pretty much how I want it for now

 

ahh john but will it go at TOTB

 

John: Just been looking through your thread while looking for something else.
Here are the figures I had from G-Force, all in a ten day period about 15mths ago.
APS CAK 417 bhp.
Big filter in place of above with shorter inlet tract. 434 bhp.
Re-map by Bob Rawle to perfect gains from filter and inlet tract shortening. 450bhp.

 

bigsinky, are you the other TOTB3 Team Subaru member that has recently been added?

you guys fancy coming for a chinese the night before or you going on a night out round york?

http://bbs.22b.com/cgi-bin/ultimateb...1;t=000139;p=1

John, you happy with it now?

Steven

 

I was disappointed at having to run as high as 1.5 bar on the 2.5 to get what I think is about 450 BHP, but two things mitigate it - the RPM at which the power is produced is low, so this offsets about half the gain over a 2.0 at the same boost as the 2.0, plus I am not running silly octane anymore. The power band is also flat and wide.

Spool up is better with all the wrapping, 1 bar at 2800, disappointed re no obvious gains from the inlet tract alterations but having no MAF makes it a nicer drive in some respects (no chuffing back through the MAF from the dump valve), less good in others in terms of off boost throttle response, although I have more work to do on this.

 

@P20SPD
Nope ain't me. i am going with stevie ross and michael white as a private entry.

@john banks
YHPM

cheers

big sinky

 

sorry john i can't seem to PM you. could you PM me with your email addy as i would like to have chat with you about your 2.5 motor.

cheers

big sinky

 

YHPM.

 

Whats next then John, are you going to rotate the P450 turbo to get a very short straight inlet tract?

 

Nothing is next.

I am hoping to get some CP pistons for my spare block, but may just keep them as spares unless trouble strikes. 13000 miles is still relatively early days.

 

Probably the highest mileage on a 2.5 in the UK at this power though

 

Indeed!

Looking forward to TOTB.

Ill be there in the Scooby just in running period

 

Managed to get the big filter to fit in the wing on the end of the APS cast elbow, never thought it was possible, but my forearms are all bruised wrestling with it This does give better temperature control especially in stop-go stuff than the filter in the conventional place even with ducting and guards. It also allows use of the MAF sensor, neither MAF or elbow removal or refitting gained or lost power.

Running on MAF again it doesn't have the niggles of speed density and is a smoother more consistent drive.

No harm in the work done on developing the conversion box, learned a lot, it is handy for when you can't run a MAF and AndyF made good use of it at TOTB , but I think overall a MAF is preferable if you can run one, if it isn't restrictive or getting odd signals. It is far easier to map for as well. The only downside is I have to really use the OEM dump valve because the Forge chuffs back through the MAF, but that is no bad thing, again doesn't leak obviously under full boost anyway.

It doesn't take very much ignition this EJ257, even with P1 heads, at least at this compression. On the lower compression with methanol but smaller turbo it was taking 7 degrees more timing! Don't think the engine is stuffed, still goes well, and is near or at my target on Optimax.

Will refine the map over the next few days, see what it does at Dastek in a few weeks +- methanol, can't decide

 

john.. I would be concerned with running the filter in the wing.. pat said on his legacy, fine dust had managed to penetrate the filter and hadnt done his engine any good...

Just bear it in mind

Im thiinking of a pre-filter on my cold air ducts now..

have you done a leak down test or compression test recently??

David

 

I've run a wing filter for over 30000 miles, it looks immaculate inside and shoddy outside, but I see your point.

Not done leak down or compression tests. It's not using oil and it goes well, runs quiet and smooth, starts well, do you think I should?

 

if it aint broke dont fix it.. just wondered why it wouldnt take timing.

Pats has done a few more miles than that.. but resulted in a new filter being needed.

David

 

I'll need to get the Scottimax out

I must not treat timing as a dyno, but just give the engine what it needs, do feel happier when an engine takes a lot of timing though for some reason. I just like bigger numbers

To put into context, it is taking a degree or two more advance than a UK/Euro 2.0 would take running similar boost on a TD05 with the same octane and similar breathing/cooling. The P1 heads usually allow a lot more timing (say +10), but I am running bigger bores and higher compression. Scottimax should give me about 5 degrees more timing and about 10-15% extra power, plus a fair bit more smoothness. But not very daily driver friendly.

 

Whats sort of timing are you running in the 3000 to 5000 range John, at around the 1bar mark? Interesting to compare maybe, given i have different pistons, but standard heads.

 

About 22 to 32 degrees BTDC, difficult to be precise from looking at the map though the way my ECU works. It really tapers though with higher boost.

 

Will have a look at mine tonight and see. Just interesting to see if the pistons will generaly take more?

 

Pavlo has posted some numbers on Dowser's Max MAF voltage thread on 22B, at 1.5 bar he is about 19 degrees at 4000 with additives but conservative tune, I am running about 15 with no additives. At 6000 we both have a VE spot where it needs less, above that both running about 22 degrees. I think we are on similar compression with similar sized turbos.

 

1 bar between 3 and 5k rpm is about 22 degrees.

1.5 bar at 4000 is 10 degrees

15 at 6000

so perhaps the heads are REALLY restricting my car.

all on optimax or bp ultimate

 

The P1 or STi heads typically do allow far more timing, but don't seem to gain massive amounts of power at least at the 350-400 BHP level with 20Gs for example.

I thought with all the timing you can add that the JDM heads would be worth power, I think they maybe aren't adding a huge amount after all but just move the power band up a bit to suit the short gearing and higher JDM rev limits on the 2.0, with a 2.5 (even with a slightly lower rev limit) I just don't know. My power peaks at 6000 anyway on the iON was 5500 on the 20G, sometimes I even got some wheel power peaks at 5300 if I ran enough boost.

 

Forgot to mention, Job was quite keen to play with my cam timing to get a bit more overlap to see if it helps at high RPM.

What turbo are you running P20 and what sort of power do you think it is making now?