Cheers John

Yeah it would be nice being able to set for any boost you want in the car than running on boost dictated by mechanical limitations. I think the problem at your level is the volume of exhaust gasses you're producing.
External i think is the way to go as i believe you can set for any boost you like. (or at least it should be, since wastegate control is totally separate to the turbo than being part of the turbo (IYSWIM)

Curious. How's the car running with the std reg in place? If okay, is it necessary to go for an aftermarket one? {in the case of std EJ257 block, not big boost builds}

 

It was mapped to run 11.2:1 AFR on WOT on 3.3 bar fuel pressure. So it runs about 11.6 or 11.7 at 3.0 bar. Still rather better than the mid 12s it was running on the faultly FSE regs, but I'm not driving it that hard as the engine is still fairly new.

I have the rails converted to parallel feed. In terms of fitting the OEM reg the main issue is clamping the hose onto the fairly shallow fitting which is designed to fit on with a flange to the end of the fuel rail near the turbo. But it is holding for now, driving around with a toolbox LOL.

The orifice in the OEM reg is apparently small which can lead to the Walbro pump overwhelming the return capacity of the OEM reg at low flows, but it idles and cruises OK with good AFRs, it is running closed loop though.

I've not got the SPA in car fuel pressure gauge hooked up with the OEM reg as I don't have the fittings, so just going off AFRs it doesn't seem so bad to be honest. Apparently crushing the OEM reg in a vice works nicely to raise the fuel pressure a bit, but it is a one way method.

At 3.0 bar though and my fairly conservative power levels the 740s have plenty of spare capacity, the car runs OK at only 3.0 bar with no apparent evidence of poor atomisation.

 

Job helped to sort the TD04 0.5 bar acutator to run on the iON.

It will happily hold between 0.5 and 1.6 bar flat up to 5000 RPM depending on how the pneumatics are setup. Haven't been higher than that as it is a fraction lean until the regulator comes and I'm still not many miles on this engine yet.

 

John,

What's the lowest boost you can run at higher revs? I assume it creeps from 0.5 bar.

Mark.

 

Not been deliberately over 5000 RPM yet as the engine is only a few hundred miles old.

 

Did you put in aftermarket rods and pistons you were thinking about for your new engine? If so, is the engine any noisier than the std ones?

 

No, kept it standard again. Already resisted the urge to get a bigger turbo.
The standard EJ257 is very well mannered (no oil usage, nice and smooth, although it doesn't rev like a nice 2.0 obviously) for low 400s BHP and I think it will hold together, but it is by no means a big power unit.

 

Good to see how it is going John

Up over 6000 miles now in mine, with quite a bit of abuse, uses some oil, lastime was .7 litre over 1500 miles, but 0.5 litres was in the catch can.

Getting nervous now, as i approch the 7k mark

 

Hi, is yours running standard internals on the ej257?
cheers

 

Hi Darren

No its got PAR rods and RCMS Omega pistons.

 

Hi Paul, nice quarter mile times!!!
Am just what i could do with mine at the mo on the standard ej257, peak boost/ spike hits about 1.4bar then settles down to 1.2ish but does pull like a train

 

Darren,

Paul is Pavlo White RA, i (steven) have the Red Wagon

When the boost control is working well, mine is holding 1.6 bar to the redline. The boost being provided by a custom Garrett GT30 turbo.

It certainly does fly when its working right, although i have no doubt 1.2bar is still fairly quick, you just get used to it, so it feels slow in comparison.

You sticking with the Type 25 then?

Steven

sorry about the thread diversion John.

 

Yes sorry John, sorry steven too, always seem to get you and paul mixed up!!!
Sticking with the Type 25 as it really is and excellent all rounder am just weighing up whether to push it a bit further power wise so any advise would be appreciated.

 

No problem

Johns the only one in the UK who has pushed the standard EJ257 far, in fact too far it seems, given some of the clearances that were reported on my engine when the internals were changed, i am amzed that johns lasted as long as it did TBH. One piston had One tenth of a thou clearance!!

So far it seems to be taking what i throw at it, touch wood.

I am sure you could push the Type 25 that bit further, without compromising the allround ability. Both Johns and my car are our everyday cars, so they have to have a broad mix of ability, and not just dyno/drag toys.

Steven

 

Although the clearance doesn't seem to be a problem.

Turbo oil drain pipe is leaking, so turbo needs to come off again.

After that, onto the Motul and will do the AVC-R setup and sort the part throttle fuelling out (too lean - never had chance to run this low boost before on this turbo LOL). I'll probably map it at 3.0 bar fuel pressure on the stock regulator and then switch to the SX when it arrives and I've sorted -6 fittings for it.

 

All the leaks sorted eventually. Just the turbo to rewrap tonight, still waiting for the SX, but running fine off the OEM reg for now with no leaks and good manners.

Running nicely on this 0.5 bar actuator. Runs boost nicely up to 7000 RPM. I don't know what the "native" top end boost would be, will find out when the AVC-R is fitted. I forgot how quick it was Wonder how long it will feel this quick. Not had it wide open since it popped before the Dastek rolling road day, and either driving a Puma or the Scooby under 5000 RPM since.

I plan to map for 8, 14 and 20 PSI on full throttle with the AVC-R off, and the two settings. This should be a quick way of sorting the part throttle fuelling out. Tomorrow will hopefully be fun. Hopefully excellent boost control will offset my feeling of needing to run silly boost to get response.

 

good John.

Put a litre of water in mine the other day, but i did recently drain the coolant, and never re checked it after re priming.

fingers crossed we are ok.

 

Surely the EJ257 must run hotter than the EJ20 due to the extra capacity, have either of you thought about extra engine cooling. Do your cars run AC ?

Mark

 

I would have thought the heat production was power related rather than capacity?

Yes I have AC. My coolant temperatures when logged on a trash don't seem to be a problem. The high power 2.0s seem OK as well?

 

On wastegate control only it runs about 0.5 bar to about 5000 and then creeps gently to 0.9-1.0 at the top of 4th gear.

Runs nicely on the 1.0 and 1.4 kg/cm^2 settings. Except the AVC-R bug copying of duty cycles from A to B. Will try reversing it so A is lo and B is hi boost.

 

I have set B as high boost and have had no problems not checked it the other way around. There is a lot to play with on the AVC-R

 

B as hi today seems OK, but it doesn't seem that keen to self learn if you already enter a duty cycle profile - eg 90% until 2500, 74% thereafter. Maybe it needs a bit more boost usage as wife was in the car today, she prefers the "off" setting LOL. She described the 1.4 bar B setting as "horrendous". I think that means I think it is quite good LOL.

 

how are you finding the AVCR john?

 

Nice It does extract rather more real world performance at a given boost level than I thought

 

The selflearning will only work when the actual boost is not too far from the target boost. Big differences will not be corrected.

The AVC-R can give massive gains in lower gears when setup correctly! You can reach target boost from 2nd gear by upping the start duty for lower gears. That's the best thing about the AVC-R! I would like the selflearning to "work" bit better and the RPM points shouldn't be fixed but changable though..... It's not perfect, but it works. (I like the MY03/04 WRX standard boost control more, as you can set it up that you have rock solid boost control under almost all circumstances) There seems to be no other aftermarket boost controller which works better than the AVC-R though.

Mark.

 

It did start self learning today, but only the odd change here and there.

It does indeed seem quite easy to get it running silly boost in 2nd gear, even with just a few % on the start duty Which with rather low load on the engine it should tolerate quite well.

 

The big advantage with new age boost control appears to be that it uses initial and held wastegate duty cycles, rather than min and max as the 99/00, which is just a silly way of doing it, as to limit peaks in some situations you end up limiting it from actually achieving target boost a lot of the time?

 

Mark,

The RPM points are changable, in 500rpm increments that is.

Paul

 

I think he wants 50 RPM a la Ecutek

But the point where you need to drop from 90% does change per gear anyway so you can't be that precise unless you get it on the edge for top gear which is what I usually do for Ecutek. Additionally, I don't find 90% makes a huge difference in low down spool compared with just using the final duty cycle - eg 60% for 1.0 kg/cm^2 for me, 74% for 1.4.

 

Yes John, 50 RPM steps would do! ;-)

I also use top gear to set the duty cycle at spool up with EcuTek.

That is what I usually do while setting up the AVC-R, if you ramp duty cycle up to lower revs to help spool up you easily introduce massive overboost. (due to the 500 RPM difference between rev points......)

Mark.