Front mount..... lag
#31
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Some say it's worth replacing that standard black TMIC->Throttle body short pipe with a samco whilst it's off as the samco is a bit more flexible when putting it back on (and looks sexier). I haven't done mine yet - but had a good look round as I was going to a cpl months ago - before I bought morettes instead
#32
Correct me if I'm wrong, but spool is the point in the rev range that the turbo produces boost, lag if the time it take for the turbo to spool from no boost to full boost when you hit the throttle higher in the rev range.
See here under "What is turbo lag (and how do I avoid it)?"
Turbochargers 101
Damo
See here under "What is turbo lag (and how do I avoid it)?"
Turbochargers 101
Damo
Throttle response can also be hindered by stalling the compressor wheel as well as the longer induction path. The extra volume associated with a FMIC needs a very large bore vent (or two) to stop the wheel slowing when the throttle plate is closed. Compressor stall makes a distinctive noise, especially with an IK, so you will be aware if it is happening. A FMIC can also present a rich spike as the injectors react to the load signal generated by the AFM before the pulse is present at the inlet manifold. We are playing with a way of mapping that out on the JECS, I believe other ECUs have throttle enrichment adjustments that may mitigate that behaviour.
Driving style can also play a part; I tend to apply throttle before the apex to ensure I have boost available at the exit of a corner. Not ideal, but in mitigation the AWD system and road chassis is not as sensitive in yaw to throttle input as a mid engined rear drive racecar/caterfield/go kart.
Lastly, and presumably the reason why they were fitted in the first place, a FMIC is a good thing in terms of stabilising inlet temps, reliably allowing a bit of extra advance. A few hard runs on a TMIC and increased knock activity is not uncommon, throwing another variable into the mix.
As ever, either route is a compromise!
#33
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Here's a good guide on fitting STI8 TMIC to a classic. I should imagine the fitment back onto a newage would be very similar, just ignore the bits where they needed to modify to get it on. Apparently two big screwdrivers and brute strength are the key to getting it seperated from the throttle body pipe - and heating it up to make it pliable is the key to getting it back on.
https://www.scoobynet.com/projects-4...0-classic.html
https://www.scoobynet.com/projects-4...0-classic.html
D
#34
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iTrader: (48)
do you mean to say, that even running with one of the latest OE TMIC and associated hardware, a Classic cannot produce similar thermal efficiency to a New Age car?
The Scoobyclinic Classic 25B runs a large Hyperflow TMIC with around 480/460 IIRC from its 2.5L
The Scoobyclinic Classic 25B runs a large Hyperflow TMIC with around 480/460 IIRC from its 2.5L
You cannot compare the performance of the latest OE TMICs with those of earlier models.
Fitting an STi 8 TMIC to a Classic is a beneficial move but to get best results you must also fit the underbonnet tray (or make an alternative) along with a bigger scoop. However an efficient FMIC will outperform any O/E TMIC so far in terms of charge temperature stability.
Incidentally, what are the air charge temperatures seen on the 480 bhp Scooby Clinic car?
Last edited by harvey; 20 April 2007 at 12:20 AM.
#35
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Also what would you think the max safe torque would be through a sti-UK 6 speeder as a rule of thumb?
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