David why would you hesitate to recommend the SC46 to STi uk type drivers??

 

Hi Kenny,
Current mods are:

LM450 Billet S60
800cc Injectors
3 Port Boost Solenoid
Hybrid GT2 Intercooler
SFS Turbo Inlet Pipe
Induction Kit
3" DECAT Miltek Exhaust
Walbro Fuel Pump

I think that's it.

Still on the standard ECU and only using VPower.

Yes... the LM450 Billet is about 3-400rpm slower to actually spool to the same point (taking 1bar as the comparison) aginst my previous VF36, based on the data I have.

Who knows what is "safe" for the JDM 2ltr. I know quite a number Newage 2ltrs that have taken this power level (and more) and some that have failed.

Yes I did test with the OE TMIC but we appeared to have a restriction, which was capping airflow. I then changed to the Hybrid and Induction Kit at the same time, so unable to substantiate what item out of the two that removed the restriction.

 

You didn't have a VF36 Shaun, VF37 on the JDM STi.

 

Well.... that's not strictly true! I did have one on the SPEC C.

You're correct though.... I mixed up my 36's and 37's.

 

36 and 37 have the same exhaust side don't they? P25?

What's the diff. - the comp. wheel?

Is the 36 'bigger' than the 37?

 

Different type of bearing on the core. The VF36 (SPEC C) is a bit more responsive than the VF37 (JDM STI).

Same compressor, exhaust and wheel sizes.

 

VF37=sleeve bearing
VF36=roller bearing

IIRC

 

Ah yes, of course. Thanks all.

 

Shaunee
Will you be taking back to the rollers to confirm the 445 bhp mate

 

I will be at some point in the not too distant future. Need to get the mentioned area's improved upon first with API (Induction Kit ducting and coolant expansion tank fabrication). Once all that is done I will get a final dyno comparison run done.

I might even use API's DASTEK Dyno this time. Makes sense as it's only 10mins down the road.

 

Just having a quick squint on google and noticed my previously posted "Billet LM400 Review" is published on Turbo Dynamics website.

http://www.turbodynamics.co.uk/news/...-wheel-review/

I'm also mentioned in a Turbo Dynamics press release made today about the Billet LM450. Although I have obviously changed my name spelling.... according to the "mention".

http://www.easier.com/94856-tds-billet-wheel.html

 

Nice to see your fame is spreading beyond Scoobynet, I had a similar thing happen to me when my Spec C was used to promote the (then) new EBC Bluestuff NDX brake pads.

What swings it for you are your clear, concise and no BS write-ups.

 

How you getting on with your LM400 Billet mate?

 

Very well indeed thanks, it's a brilliant piece of engineering.

I love the way it just spools from low down virtually all the way to the red line.

I haven't had it on a dyno yet but I estimate around 420/420 but it's not the headline figures that count it's the way that it delivers the power.

When Bob Rawle was carrying out the final map after the engine rebuild, LM400 and Simtek install he said to me how impressed he was with the LM400 and how well it performed.

 

I thought you would be impressed.

It's amazing that a few years back we would of never thought that 400bhp could be achieved on a 2ltr, whilst being so responsive and in reality, OEM like on spool.

Great street turbo imo.... if not one of the best at this level.

When you get bored have the turbo "upgraded" to the LM450 Billet. I doubt you will be disappointed.

 

Wish Id spent more time at school, cause sometimes I cant understand a word Shaun says.... Its just too "techno-techno"
Still a great thread though

 

Just to summarise all the testing so far in a single post:

ALL figures (WHP) are attained using normal UK Shell VPower pump fuel (UK 99ron).

VF37 (decat exhaust, panel filter & remap) vs LM400 (decat exhaust, panel filter, fuel pump, 3 port boost solenoid) & remap


LM400 vs LM400 Billet (no other changes other than turbo to previous LM400 test)


VF37 vs LM400 Billet


LM400 Billet vs LM450 Billet (above plus induction kit and FMIC)


LM400 (non Billet) vs LM450 Billet


VF37 vs LM450 Billet


Acceleration times:
LM450 Billet
40 - 60mph = 2.5s
50 - 70mph = 2.0s
60 - 80mph = 1.9s
70 - 90mph = 2.1s
80 -100mph = 2.4s

LM400 Billet
40 - 60mph = 2.3s
50 - 70mph = 2.0s
60 - 80mph = 2.1s
70 - 90mph = 2.4s
80 -100mph = 2.8s

LM400
40 - 60mph = 2.6s
50 - 70mph = 2.2s
60 - 80mph = 2.2s
70 - 90mph = 2.4s
80 -100mph = 2.8s

VF
40 - 60mph = 2.6s
50 - 70mph = 2.5s
60 - 80mph = 2.6s
70 - 90mph = 2.9s
80 -100mph = 3.6s

 

Anything you don't understand mate, just ask me about it..... It's fine for me to further explain anything I have said and if you don't understand it, you can bet you're not on your own.

As I have said, this is one of the key points of this thread. To explain what I have done / found so others can be informed / understand, and hopefully find it an interesting thread.

 

Brilliant post Shaun, comparing the effects of different turbos and different states of tune.

 

That's called "How to summarise 23 pages into 1 post".

 

So what's next.....
Never one to let the grass grow between my feet, I'm already in discussion with Litchfields and Turbo Dynamics with regard to another turbo specification (using a bigger Compressor Cover and Wheel). I need to think long and hard about this and in reality discussions have only just started for the possibility of the next upgrade.

Should this come to fruition I will probably be changing to a 76mm inlet on the turbo, which will require an inlet pipe change and we will also look at moving to a larger MAF pipe (since we are already close to the airflow limit of the standard MegaROM g/s scaling and OE MAF pipe diameter).

Still need to sort out some minor jobs with API first, which I would hope we will be able to sort within the next couple of weeks.

Richard Bulmer is in Jordan at the moment and then going straight out to Jamaica (both for mapping work), so I need to have a chat with him when he gets back to the UK.

More news on this as soon as anything has been agreed.

On another note......

I mentioned before about my increased oil temps since fitting the Hybrid GT2 Intercooler.

As mentioned previously I thought that removing the undertray may help this, so today I did just that.

I'm happy to report that oil temps have now reduced to as they were, which is a good thing.

 

what were the oil temps before and after please Shaun

 

Cruise at motorway speeds about 92.5-95degs in 20-22deg ambients, with the undertray on. Now @ 90degs at the same speeds and 20degs ambient, with the undertray off.

The temperature also drops quickly now, when you reduce your speed down to say 40mph. Before it dropped, but not as quickly.

Basically, it is now what it was like prior to the FMIC fitted.

Oil Temp sender is located at the oil filter.

Cooling has been restored.

 

Ahh .. OK .. I'll have to check mine in detail .. I know it is about that ... but I wasn't too worried with the odd 5 degrees if I am honest as I thought that was about the same(ish) and I suspected witin tolerances .. as you can guess ... non techie here.

What I was more concerned about was when they got up to high 120's when I was at Lydden Hill recently ... when I decided that my enjoyment might run out soon and decided to come off before the end of the sessions.

I've still got the TMIC and tray in place and the oil temp sensor is down the back of the engine .. above No 3 ??

Anyway .. thanks for the info Shuan

 

You temps will read higher than mine regardless, purely down to the location of your sensor. 120degs in your sensor position is a good call imo. With the sensor at the oil filter (in my case), I would tend to cool down if it reached 115degs (say 120degs relevant reading on your set-up). But then I ALWAYS change oil immediately BEFORE and AFTER any track work.

Whilst on the TMIC don't remove the undertray.... it will make the airflow to the TMIC less effective.

 

So what's next..... continued
Just received an email this afternoon from Litchfield Imports entitled "Here we go again....", which I personally found quite amusing.

As I alluded to previously we were already starting to think about what we could test next on the current set-up. This might sound a tad crazy to you, but since I had already collated alot of information about various states of tune and various Turbo Dynamics / Litchfield Imports turbo specifications, we couldn't quite leave it there..... just yet.

It provides the Development Team (Litchfield Imports & Turbo Dynamics) key feedback and also provides this Project with some great information, which I hope will be useful to others. Above all else.... I really enjoy it!

Matt Waterman (Head of R&D for Turbo Dynamics) explained to me that Litchfield Imports / Turbo Dynamics, have supplied Bob Rawle their latest specification LM500 Billet twin entry unit. They are hoping this specification will "come good" on Bob's Litchfield supplied 2.5l engine.

This LM500 Billet single scroll unit utilises a larger compressor wheel and larger turbine wheel.

Don't worry I'm not looking for 500bhp.... just yet.

To fit this total core in my current housing would not be easy (and it would be overkill for a 2ltr in reality), so it has been suggested to try the new LM500 Billet compressor wheel with my current exhaust wheel to see how it performs over my existing LM450 Billet specification.

Christ knows what they would "label" this turbo as should it prove to work well..... a LM45/50 perhaps! Or could it a new spec for the existing LM480 Billet.

We don't know what this new specification will provide..... but it will be good to find out.

I don't know the details of the new compressor wheel (over and above my current wheel), but will find out some information that I am able to post.

It's a good job I had the FMIC fitted previously though.

What I do know is that this next turbo will have a 76mm inlet (my current one is 58mm). This will require a 3" inlet hose which is bigger than the one currently fitted.

Because we are already near the voltage limit of the current MAF set-up, we will also be moving to a larger MAF tube. This will require remapping for this specifically (I'm sure Richard will love me when I tell him this!), but will mean that we can allow for more headroom on the OEM MAF install, which will be needed for the increased airflow we would hope to see with this bigger compressor wheel.

Just to finish the inlet off, we will also be changing the air filter to a large K&N cone to go with the larger MAF pipe.

As an absolute minimum I need to ensure that API have finished the cold air ducting and fitted my new coolant overflow tank. David is currently "on hols", but as soon as he comes back I will get that sorted.

Richard Bulmer (Tracktive Solutions) is currently out of the UK, but as soon as he is back I will have to tell him the good news that he needs to get his laptop back out in the near future!

As always I will post what happens, when it happens...... hopefully it won't be too long.

 

I thought Bob was going twin-scroll on his 2.5l build?, and you can join the "jobs to be done at API" que behind me matey

 

Cliff,
I must admit I did as well, not that it's important though in regards to the compressor wheel specification.

I've had three turbos fitted in the time it has taken you to run your new API engine in.... what's the bet I will get this next turbo on, mapped AND API to do some minor work for me before yours is up to full chat?

When I get a wriggle on.... everyone gets a wriggle on.

 

Well Ive run it in, (only took 10 weeks), and so its just a case of getting Bob in to do "the biz"... When David gets back from tanning his giblets, Im sure he will get things rolling.

 

10 ******* WEEKS!!!

I would of had that run in, in about three days!

You do realise you have more than reverse gear?