Explain the MD321 turbo?
03 January 2008, 06:34 PM
#61
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550cc pinks
I'm still on standard 550cc sti pinks on my bug, fuel presser is set at 4 bar. I got 430/400 on standard internals/ 321h and scotimax. I now have a set of 650cc going in soon.
Last edited by CYP_ROCK; 03 January 2008 at 06:40 PM.
03 January 2008, 06:39 PM
#62
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Thanks for that !
4 bar !
I get paid in two weeks time......
DunxC
P.S. But it will have to wait for new headers first me-thinks....
4 bar !
I get paid in two weeks time......
DunxC
P.S. But it will have to wait for new headers first me-thinks....
03 January 2008, 10:48 PM
#70
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No idea, mine are yellow... but here are some for £350 and Andy Forrest is cheap(er)
740cc Injectors Subaru Impreza STi 04-05 Flat4online.co.uk Subaru Impreza Mitsubishi Evolution EVO Walbro Fuel Pumps Injectors Intercoolers
03 January 2008, 11:00 PM
#71
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Marky - weren't you saying though that you wished you had gone with 650's ?
Mark @ Lateral and everyone else I spoke to said flow matched PE 650's were the way to go and would be fine on my 2.5 321T for up to 450bhp.
Mark @ Lateral and everyone else I spoke to said flow matched PE 650's were the way to go and would be fine on my 2.5 321T for up to 450bhp.
04 January 2008, 12:07 AM
#73
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STU148 ! Don't you go encouraging my stupid behaviour too !
DunxC
P.S. I'm trying VERY hard to ignore this thread....... and it's NOT working !
DunxC
P.S. I'm trying VERY hard to ignore this thread....... and it's NOT working !
04 January 2008, 09:51 AM
#79
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Steve,
You had an earlier version of the turbo (S?) which whilst giving good power, was much laggier than the H, & T.
With regard to fitting, the MD321 series do fit in the standard location, using the standard fit up, & down pipes, but due to the increased size of the compressor housing, there's a small redundant lug that needs removing from the engine bell housing, which only takes a few minutes to do.
As for how well they work, I think the owners give the best descriptions.
Mark.
You had an earlier version of the turbo (S?) which whilst giving good power, was much laggier than the H, & T.
With regard to fitting, the MD321 series do fit in the standard location, using the standard fit up, & down pipes, but due to the increased size of the compressor housing, there's a small redundant lug that needs removing from the engine bell housing, which only takes a few minutes to do.
As for how well they work, I think the owners give the best descriptions.
Mark.
04 January 2008, 01:07 PM
#81
Nicest ones are from Loton I notice!
Surely by now, someone else has 'reversed-engineered' one of these and have the equivelent on the shelf.
Possibly this will bring the cost down soon.
Surely by now, someone else has 'reversed-engineered' one of these and have the equivelent on the shelf.
Possibly this will bring the cost down soon.
04 January 2008, 01:14 PM
#83
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Fortunately for mark, Turbo Dynamics are the only company that currently manufacture the exhaust housing used on the 321 series, and all the while they have an exclusive agreement with Lateral Performance things will remain as they are.
However the 321 isn't expensive anyway.
Paul
However the 321 isn't expensive anyway.
Paul
04 January 2008, 04:35 PM
#84
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Seems nicely put together. The pic of the up-pipe side looks smoothed in. Just thinking out loud then, a classic currently running low 300s with all supporting mods would need bigger injectors, the turbo itself, a remap and some money set aside for a late model STi 6 speed box.
What else at the 400+ mark on a 2.0? A bottom end rebuild with forged parts? Are those 2.5 STi short blocks that you seem to be able to pick up for £1200-£1500 any good for this kind of thing?
What else at the 400+ mark on a 2.0? A bottom end rebuild with forged parts? Are those 2.5 STi short blocks that you seem to be able to pick up for £1200-£1500 any good for this kind of thing?
04 January 2008, 05:46 PM
#85
Seems nicely put together. The pic of the up-pipe side looks smoothed in. Just thinking out loud then, a classic currently running low 300s with all supporting mods would need bigger injectors, the turbo itself, a remap and some money set aside for a late model STi 6 speed box.
What else at the 400+ mark on a 2.0? A bottom end rebuild with forged parts? Are those 2.5 STi short blocks that you seem to be able to pick up for £1200-£1500 any good for this kind of thing?
What else at the 400+ mark on a 2.0? A bottom end rebuild with forged parts? Are those 2.5 STi short blocks that you seem to be able to pick up for £1200-£1500 any good for this kind of thing?
04 January 2008, 07:59 PM
#86
The pic of the up-pipe side looks smoothed in. Just thinking out loud then, a classic currently running low 300s with all supporting mods would need bigger injectors, the turbo itself, a remap and some money set aside for a late model STi 6 speed box.
Also do you currently have a full 3" exhaust?
Sorry to add to your list
04 January 2008, 08:39 PM
#87
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Just read the last 3 pages and changed my mind again, I was having a 321 h for the last year or so then decided a vf34 was enough......, back to the 321.But what also changed my mind was also,I came a cross a car 2 days ago that handed my **** to me....It was a nissan foooookin almera GTI-R at 80 MPH it took off not just left me ,with a wail like a type r on cam and a puff of black smoke from its exhaust it was THE vanishing point. I need that kick up the **** like that. I might not bother with the h and just go with the t.
04 January 2008, 09:10 PM
#88
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You'll need a clutch if you haven't uprated that already, also another MAF if pre facelift
04 January 2008, 10:51 PM
#89
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The cheaper alternative is the FP Green, available from the USA from Forced Performance for about $1100, it will achieve similar figures to the "321t" Direct bolt on just the same 
the Racing line has mapped loads of these and figures range from 460 upwards dependant upon spec of the engine / parts etc.
the Racing line has mapped loads of these and figures range from 460 upwards dependant upon spec of the engine / parts etc.