STI for Time Attack 2008
11 February 2008, 10:15 PM
#91
After much brow beating and debating over what to do with baffles for the engine I have decided on:
Cosworth Sump Tray - more of a windage tray than baffle
My research has shown:
1. The STi 06 sump is of a very different design to the earlier ones where excessive surge seemed to be an issue. The 06 STi/Spec C sump is narrower and suffers less (but still can suffer)
2. The surge in the 06 sump causes excess breathing more than anything else.
3. It is not possible to totally cure oil surge with a 'wet' sump so anything will looking to improve a flawed design.
I have the re-circulating catch can that is plumbed to drain back to the sump so the breathing issue is 'accommodated' by this and the negative affect of the oil not being in the sump is reduced because it makes it way back to the sump soon enough.
The Cosworth tray reduces the splashing and subsequent cavitation but short of spending £600 on a sump that still wont really solve the problem, this is what I am going to do.
Area52Autosport.com will be fitting this when the engine is re-assembled in the next few days
Thanks for sourcing this Jase 8)
Cosworth Sump Tray - more of a windage tray than baffle
My research has shown:
1. The STi 06 sump is of a very different design to the earlier ones where excessive surge seemed to be an issue. The 06 STi/Spec C sump is narrower and suffers less (but still can suffer)
2. The surge in the 06 sump causes excess breathing more than anything else.
3. It is not possible to totally cure oil surge with a 'wet' sump so anything will looking to improve a flawed design.
I have the re-circulating catch can that is plumbed to drain back to the sump so the breathing issue is 'accommodated' by this and the negative affect of the oil not being in the sump is reduced because it makes it way back to the sump soon enough.
The Cosworth tray reduces the splashing and subsequent cavitation but short of spending £600 on a sump that still wont really solve the problem, this is what I am going to do.
Area52Autosport.com will be fitting this when the engine is re-assembled in the next few days
Thanks for sourcing this Jase 8)
11 February 2008, 10:50 PM
#92
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I got some of those to try, they look like a good start. I am going to have a wet sump that works, until I can get a dry sump system sorted. Although of the wet sump works 100% I may stick with it. I've got plenty of other stuff to worry about!
11 February 2008, 11:51 PM
#94
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Location: Leeds - It was 562.4bhp@28psi on Optimax, How much closer to 600 with race fuel and a bigger turbo?
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3. It is not possible to totally cure oil surge with a 'wet' sump so anything will looking to improve a flawed design.
I think Mark at lateral offers something worth considering as the baffling and capacity in his sump is good
11 February 2008, 11:53 PM
#95
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Location: Leeds - It was 562.4bhp@28psi on Optimax, How much closer to 600 with race fuel and a bigger turbo?
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someone mentioned to me a pickup that can pivot whilst cornering..but sounds too hard to seal!
12 February 2008, 12:31 AM
#98
Dynamix,
Not sure if you have already, but you could have a chat with Litchfield Imports / PowerStation..... they have a fair
bit of experience with the MY06 sump baffling issues and of course soluition of.
I had carbon panels made for mine..... cost me a small fortune, but it looks so much better than bare panels!
Car is looking good mate.... best of luck!
Not sure if you have already, but you could have a chat with Litchfield Imports / PowerStation..... they have a fair
bit of experience with the MY06 sump baffling issues and of course soluition of. I had carbon panels made for mine..... cost me a small fortune, but it looks so much better than bare panels!
Car is looking good mate.... best of luck!
Last edited by ex-webby; 12 February 2008 at 12:41 AM.
12 February 2008, 12:58 AM
#101
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Good luck with the rest of your build and will no doubt see you at Knockhill this year.
12 February 2008, 10:20 AM
#103
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12 February 2008, 12:34 PM
#105
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Duncan,
I think an accusump is certainly worth having and in the absence of a dry sump system then its a step in the right direction
My only concern with them was whether they could cause oil starvation whilst filling
but it was a while ago..
Theres plenty of info on Nasioc
Also Steve from SMG was running one on his engine which is around 800-1000bhp
I think an accusump is certainly worth having
and in the absence of a dry sump system then its a step in the right direction My only concern with them was whether they could cause oil starvation whilst filling
but it was a while ago..Theres plenty of info on Nasioc
Also Steve from SMG was running one on his engine which is around 800-1000bhp
12 February 2008, 12:43 PM
#106
Gurney Flap isnt happening now that I picked up the adjustable rear spoiler.
It is a worthy addition from a downforce point of view though IMO.
Yeah - saw the poorly Black STi - had a good look at the engine and the various components when it was being dissected and analysed. Some very strange things going on with that engine, the torque settings, the cam belt followers etc.
It is a worthy addition from a downforce point of view though IMO.
Yeah - saw the poorly Black STi - had a good look at the engine and the various components when it was being dissected and analysed. Some very strange things going on with that engine, the torque settings, the cam belt followers etc.
12 February 2008, 01:33 PM
#107
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What was wrong with the cam belt followers? engine out then?
12 February 2008, 01:54 PM
#108
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Dynamix,
Not sure if you have already, but you could have a chat with Litchfield Imports / PowerStation..... they have a fair bit of experience with the MY06 sump baffling issues and of course soluition of.
I had carbon panels made for mine..... cost me a small fortune, but it looks so much better than bare panels!
Car is looking good mate.... best of luck!
Not sure if you have already, but you could have a chat with Litchfield Imports / PowerStation..... they have a fair
bit of experience with the MY06 sump baffling issues and of course soluition of. I had carbon panels made for mine..... cost me a small fortune, but it looks so much better than bare panels!
Car is looking good mate.... best of luck!
12 February 2008, 04:05 PM
#109
Finalzero,
Fronts are £215 each
Rears are £209 each
All from GRP and CARBON FIBRE motorsport products, specialist in subaru and mitsubishi
As you may be able to tell from the pictures above, these are fully contoured and not just flat. They also have cut-outs for OE switch gear panels etc (we have not taken advantage of these as this Spec C is the RA version, with no switch gear). The do look the dogs danglies.
Fronts are £215 each
Rears are £209 each
All from GRP and CARBON FIBRE motorsport products, specialist in subaru and mitsubishi
As you may be able to tell from the pictures above, these are fully contoured and not just flat. They also have cut-outs for OE switch gear panels etc (we have not taken advantage of these as this Spec C is the RA version, with no switch gear). The do look the dogs danglies.
12 February 2008, 08:26 PM
#111
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No is my brothers car, we put the linered Block in and engine has developed a problem before even finished being run in, just hoping is was nothing I had done
Never had any problems with any of the engines I have assembled, But my brother thinks it's down to me
cheers for the info anyway
Never had any problems with any of the engines I have assembled, But my brother thinks it's down to mecheers for the info anyway
12 February 2008, 08:47 PM
#112
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Finalzero,
Fronts are £215 each
Rears are £209 each
All from GRP and CARBON FIBRE motorsport products, specialist in subaru and mitsubishi
As you may be able to tell from the pictures above, these are fully contoured and not just flat. They also have cut-outs for OE switch gear panels etc (we have not taken advantage of these as this Spec C is the RA version, with no switch gear). The do look the dogs danglies.
Fronts are £215 each
Rears are £209 each
All from GRP and CARBON FIBRE motorsport products, specialist in subaru and mitsubishi
As you may be able to tell from the pictures above, these are fully contoured and not just flat. They also have cut-outs for OE switch gear panels etc (we have not taken advantage of these as this Spec C is the RA version, with no switch gear). The do look the dogs danglies.
They look very nice, gonna add those to my "its my birthday again" list
16 February 2008, 12:39 PM
#116
The way I understood the system is that if unequal pressures were experienced at the injectors then certain cylinders could run lean (#3?)
Probably not a problem with a standard car but with upped power/boost/more heat generated, it may be?
AKAIK this 'problem' of the standard rails can me mapped out though can't it? Not sure how thats done though, via ignition timing or injector duty cycles or both.
16 February 2008, 01:08 PM
#117
Just map it a little richer than the normal to allow a small margin of safety. Det is Det though and if it is detting then it can be mapped out IMO. Maybe it wont make the ultimate power possible but I have to prioritise as this is not a no-expense spared build and I am yet to be told that this is an absolute necessity.
From what I gather, the newer rails are better at fuel distribution than the classic rails.
From what I gather, the newer rails are better at fuel distribution than the classic rails.
17 February 2008, 04:35 PM
#118
I have put together a blog to hold all the project threads, results, stories and progress through the year. I will keep this up to date though
Dynamix Subaru Impreza STi 2006
Dynamix Subaru Impreza STi 2006
18 February 2008, 08:40 AM
#119
Some more progress, although I believe things got slightly delayed last week but these things happen I guess.
The short block:
The steel top hat liners:
The cylinder head now machined with O-rings to help cure gasket issues that some have seen with running high boost:
The Cosworth Baffle Tray on my sump:
Close up:
My Cusco clutch (on the left) versus Evo sized (on the right):
The short block:
The steel top hat liners:
The cylinder head now machined with O-rings to help cure gasket issues that some have seen with running high boost:
The Cosworth Baffle Tray on my sump:
Close up:
My Cusco clutch (on the left) versus Evo sized (on the right):
22 February 2008, 08:35 AM
#120
Well, what a perfect start to the day !... an inbox full of pictures and updates and progress on the car
Jase and Mike at Area 52 Autosport have been very busy putting it back together and I am thankful for them for the huge number of pictures they are taking for me to use in the project thread along with the undoubted superb work in the build itself.
Anyway, go get yourself a cuppa, there are quite a few pictures !!
Lets start with the Front Mount...
See what I mean about it being huge !
The standard bumper bar was removed (weighing 10kg iirc) and the APS kit bolts on to replace this. Despite the APS kit being literally enormous, the weight of it was 18kg, so with the weight removed in the TMIC there probably isnt a lot in it weight wise, but it will performa so much better.
If you look at this photo, the 2 yellow dots show the amount of exposure that the std front opening on the bumper allows access to:
Obviously there is a lot of frontal area of the FMIC not in the airflow so some modifications were done to effectively double the exposure at the front. You can see the yellow dots in this picture, now well within the opening.
A tight fit in the tubing coming up through the inner wings. This still needs to be totally resolved but may require some of Stu's speciality percussive maintenance
The Turbo:
As the FP Green is a turbo that can grow with you, there are a number of choices that can be made on turbine sizing, inlet size and some other secret bits .... Jase set about creating the perfect version of the Green for my car to run on. Whereas this may sound confusing, there are in my mind essentially 3 types of FP Green. One targeting 420bhp, one 440bhp and one 460bhp. These are relatively cautious figures as Jase's own 2.0L made 444bhp on the 420 version at 1.6 bar.
A choice of wheels:
Some pics:
The one built for mine (trade secret new design )
This turbo will deliver LOTS of torque with a huge range of useable power that will be particularly important for the first two rounds of Time Attack at Donington and Knockhill. I will of course share dyno plots once it is fully mapped and singing sweetly but we are aiming for combined power and torque of over 1000
The Turbo and GT Spec up-pipe nicely wrapped ready to go on:
Now onto the engine.
The std sump pickup and windage tray arrange (looking up from underneath the engine):
The Cosworth sump windage tray showing the rubber flaps that stop the oil splashing up on hard cornering and keep it within the sump. The flaps open downwards to allow oil to drain back down un-onbstructed.
Cylinder heads going back on:
An example of the blanking plates that theyfabricated to block off the Air Pump system that is there for emissions, or rather WAS there for emissions but now is in the box of bits left over. Another saving of around 5 kgs of weight and gaining a lot of space back in the engine bay:
Almost all together:
With Turbo mounted:
Cusco Twin Plate Clutch going on:
APS Intake pipe in place that replaces the std narrow corrugated pipe.
From the Turbo side:
Engine going back into the car:
And almost all in place...
There is still a fair amount of work left to be done but the finish post is definitely in sight now.
Jase and Mike at Area 52 Autosport have been very busy putting it back together and I am thankful for them for the huge number of pictures they are taking for me to use in the project thread along with the undoubted superb work in the build itself.
Anyway, go get yourself a cuppa, there are quite a few pictures !!
Lets start with the Front Mount...
See what I mean about it being huge !
The standard bumper bar was removed (weighing 10kg iirc) and the APS kit bolts on to replace this. Despite the APS kit being literally enormous, the weight of it was 18kg, so with the weight removed in the TMIC there probably isnt a lot in it weight wise, but it will performa so much better.
If you look at this photo, the 2 yellow dots show the amount of exposure that the std front opening on the bumper allows access to:
Obviously there is a lot of frontal area of the FMIC not in the airflow so some modifications were done to effectively double the exposure at the front. You can see the yellow dots in this picture, now well within the opening.
A tight fit in the tubing coming up through the inner wings. This still needs to be totally resolved but may require some of Stu's speciality percussive maintenance
The Turbo:
As the FP Green is a turbo that can grow with you, there are a number of choices that can be made on turbine sizing, inlet size and some other secret bits .... Jase set about creating the perfect version of the Green for my car to run on. Whereas this may sound confusing, there are in my mind essentially 3 types of FP Green. One targeting 420bhp, one 440bhp and one 460bhp. These are relatively cautious figures as Jase's own 2.0L made 444bhp on the 420 version at 1.6 bar.
A choice of wheels:
Some pics:
The one built for mine (trade secret new design
)This turbo will deliver LOTS of torque with a huge range of useable power that will be particularly important for the first two rounds of Time Attack at Donington and Knockhill. I will of course share dyno plots once it is fully mapped and singing sweetly but we are aiming for combined power and torque of over 1000
The Turbo and GT Spec up-pipe nicely wrapped ready to go on:
Now onto the engine.
The std sump pickup and windage tray arrange (looking up from underneath the engine):
The Cosworth sump windage tray showing the rubber flaps that stop the oil splashing up on hard cornering and keep it within the sump. The flaps open downwards to allow oil to drain back down un-onbstructed.
Cylinder heads going back on:
An example of the blanking plates that theyfabricated to block off the Air Pump system that is there for emissions, or rather WAS there for emissions but now is in the box of bits left over. Another saving of around 5 kgs of weight and gaining a lot of space back in the engine bay:
Almost all together:
With Turbo mounted:
Cusco Twin Plate Clutch going on:
APS Intake pipe in place that replaces the std narrow corrugated pipe.
From the Turbo side:
Engine going back into the car:
And almost all in place...
There is still a fair amount of work left to be done but the finish post is definitely in sight now.