litchfield twin scroll turbo
11 January 2010, 05:37 PM
#122
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11 January 2010, 06:28 PM
#124
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Last edited by DIPSY; 11 January 2010 at 06:29 PM.
11 January 2010, 09:25 PM
#127
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I spoke with Iain last Thursday and whilst the production run has been done, only 3 will be coming back from the 'coaters' this week so that they can go up to the Autosport Show with TD and Iain next weekend.
These 3 will then go back to TD afterwards for full construction and then sent onto Iain.
One of which - a 420 version - will be put on my car MY05 JDM STi - next week at Iain's. One of the others - a 480 version for a 2.5 upgraded MY05 JDM STi - will be put on Tim Hardisty's shortly after by Subaru 4 You.
The rest of the batch will be following shortly after .. so availability really is "in 2 weeks" now !!
Last edited by T20Driver; 11 January 2010 at 09:26 PM.
11 January 2010, 09:57 PM
#128
Yes not sure if i am going to do it to tha ra-r or wait as i have a project spec c that i wll be using for the track.
Why do yu ask something tells me you got your eye on my RA-R
20 January 2010, 12:01 PM
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20 January 2010, 12:37 PM
#133
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And yes, I've asked Iain to get a graph from his local RR when he maps on Friday so I will post up what comes of that as they will are the same type of rollers as the previous one. Of course there will be variations 'cos of temps, air pressure, m/c setup and all the rest of it, but it should be an interesting comparison none the less.
My spec on Sat will be the same as above except that I am adding a catted centre section to the exhaust to help with MOTs and to quieten it down a bit (decatted twin scrolls can be pretty noisy with a Milltek). I also now have a 'snorkotomy' (ie the air intake resonator box in the inner wing has been taken out), a 3 port solenoid is being added and a Walbro 255 fuel pump is being added too (probably unnecessarily, but that was my choice), the turbo inlet pipe is being changed to a smoother one direct from the standard airbox (am staying with the std 58mm diameter), I'm upgrading the injectors to Iain's own 800cc ones and I'm going for the 'midrange' 420bhp turbo with the heatshield to reduce temperatures affecting the top mount (which I am also staying with).
Iain advised me that whilst this turbo derivative has a lower top end power than the 450 version it still has very good midrange performance, and more importantly to me as I do quite a bit of motorway driving and am frequently accelerating in 5th and 6th, it is much better able to cope with accelerating from 2-2.5k revs than the 450+ version.
Oh .. and I am having a remap obviously - and, as the JDM has the facility for gear specific mapping , Iain is going to do that too, but we're stopping short of launch control as I don't do any standing starts and don't want it breaking.
Hope that helps as I think this would be a typical, or similar, upgrade for many others 'out there'.
20 January 2010, 12:49 PM
#134
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I have a previous graph with my current near standard spec - MY05 JDM STi, with 3" Turbo back decatted Milltek exhaust, K&N Panel filter and re-map showing 334bhp and 318lbs. For some reason this is probably a little lower (especially on the torque) than other 05 JDM STi's out there ... but it is still representative of other similar spec'd cars.
And yes, I've asked Iain to get a graph from his local RR when he maps on Friday so I will post up what comes of that as they will are the same type of rollers as the previous one. Of course there will be variations 'cos of temps, air pressure, m/c setup and all the rest of it, but it should be an interesting comparison none the less.
My spec on Sat will be the same as above except that I am adding a catted centre section to the exhaust to help with MOTs and to quieten it down a bit (decatted twin scrolls can be pretty noisy with a Milltek). I also now have a 'snorkotomy' (ie the air intake resonator box in the inner wing has been taken out), a 3 port solenoid is being added and a Walbro 255 fuel pump is being added too (probably unnecessarily, but that was my choice), the turbo inlet pipe is being changed to a smoother one direct from the standard airbox (am staying with the std 58mm diameter), I'm upgrading the injectors to Iain's own 800cc ones and I'm going for the 'midrange' 420bhp turbo with the heatshield to reduce temperatures affecting the top mount (which I am also staying with).
Iain advised me that whilst this turbo derivative has a lower top end power than the 450 version it still has very good midrange performance, and more importantly to me as I do quite a bit of motorway driving and am frequently accelerating in 5th and 6th, it is much better able to cope with accelerating from 2-2.5k revs than the 450+ version.
Oh .. and I am having a remap obviously - and, as the JDM has the facility for gear specific mapping , Iain is going to do that too, but we're stopping short of launch control as I don't do any standing starts and don't want it breaking.
Hope that helps as I think this would be a typical, or similar, upgrade for many others 'out there'.
And yes, I've asked Iain to get a graph from his local RR when he maps on Friday so I will post up what comes of that as they will are the same type of rollers as the previous one. Of course there will be variations 'cos of temps, air pressure, m/c setup and all the rest of it, but it should be an interesting comparison none the less.
My spec on Sat will be the same as above except that I am adding a catted centre section to the exhaust to help with MOTs and to quieten it down a bit (decatted twin scrolls can be pretty noisy with a Milltek). I also now have a 'snorkotomy' (ie the air intake resonator box in the inner wing has been taken out), a 3 port solenoid is being added and a Walbro 255 fuel pump is being added too (probably unnecessarily, but that was my choice), the turbo inlet pipe is being changed to a smoother one direct from the standard airbox (am staying with the std 58mm diameter), I'm upgrading the injectors to Iain's own 800cc ones and I'm going for the 'midrange' 420bhp turbo with the heatshield to reduce temperatures affecting the top mount (which I am also staying with).
Iain advised me that whilst this turbo derivative has a lower top end power than the 450 version it still has very good midrange performance, and more importantly to me as I do quite a bit of motorway driving and am frequently accelerating in 5th and 6th, it is much better able to cope with accelerating from 2-2.5k revs than the 450+ version.
Oh .. and I am having a remap obviously - and, as the JDM has the facility for gear specific mapping , Iain is going to do that too, but we're stopping short of launch control as I don't do any standing starts and don't want it breaking.
Hope that helps as I think this would be a typical, or similar, upgrade for many others 'out there'.
I am definitely looking forward to what you end up with and what kind of graph the 420bhp model makes. I have been on the fence and waiting from feedback from people finally getting these on their cars before I make my decision.
Definitely can't wait to compare this setup to the 400bhp and 450bhp models, in terms of spool time and response. I do a lot of AutoX racing, so having quick spool is great, but the VF36 just falls flat up top
20 January 2010, 07:23 PM
#135
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I spoke to one of the guys who had one of the first initial batch 440bhp turbo's fitted. Sammyh off here. He is VERY impressed with the delivery and driveability. Coming from someone that was initially underwelmed with a 360bhp JDM Hatch, he is now very satisfied (coming from the Type25 previously). He made specific mention that the response/spool was only just off his standard VF turbo, which sounds good to me! 
Tim,
All things being equal, I suspect you will be very impressed.
Tim,
All things being equal, I suspect you will be very impressed.
20 January 2010, 08:37 PM
#136
I think I will be...but I'm not counting chickens yet 
There's been a last minute hitch - the machining for the ported shroud went wrong today, and there's now a 2 day delay. But we still think mapping next Wednesday's on. Such is life with brand new performance parts of course.
In any event, I just can't wait to drive it for the first time once it's fitted
There's been a last minute hitch - the machining for the ported shroud went wrong today, and there's now a 2 day delay. But we still think mapping next Wednesday's on. Such is life with brand new performance parts of course.
In any event, I just can't wait to drive it for the first time once it's fitted
20 January 2010, 09:39 PM
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I spoke to one of the guys who had one of the first initial batch 440bhp turbo's fitted. Sammyh off here. He is VERY impressed with the delivery and driveability. Coming from someone that was initially underwelmed with a 360bhp JDM Hatch, he is now very satisfied (coming from the Type25 previously). He made specific mention that the response/spool was only just off his standard VF turbo, which sounds good to me!
20 January 2010, 10:25 PM
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21 January 2010, 12:20 AM
#140
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If on my T20, 2.0ltr and went down the LM420 or LM450-S60 route
Is there much or any benifit of increasing pipe the inlet dia from 58 to 76mm?? (the headers would need to be raised) OK the 2.5ltr needs the greater volume.
http://www.litchfieldimports.co.uk/l...roll_turbo.asp
Tony
Is there much or any benifit of increasing pipe the inlet dia from 58 to 76mm?? (the headers would need to be raised) OK the 2.5ltr needs the greater volume.
http://www.litchfieldimports.co.uk/l...roll_turbo.asp
Tony
Last edited by T5NYW; 21 January 2010 at 12:23 AM.
22 January 2010, 05:02 PM
#141
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Alas ... the turbo arrival delay and the service not being completed on time due to having to send off for a new locking wheel nut key (as it disintegrated) have meant that the car will not be ready for collection this weekend .... booo. Will have to wait for mid next week now.
24 January 2010, 08:30 PM
#144
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Tony my manifold is raised to accommodate the larger inlet pipe on my hybrid litchfield twinscroll but without speaking to ian about the pro/cons on its worth it was in the 400/400 package that I bought at the time.I will be speaking to ian this week about my new project which will include the new turbo that he is offering.
26 January 2010, 04:48 PM
#146
FYI - these turbos are physically quite large and fitting them necessitates a bit of chopping about. For example, you will probably have to grind away some of the bell housing.
These are probably not something you want to try fitting at home unless you have your own machine shop!
These are probably not something you want to try fitting at home unless you have your own machine shop!
