3 days, lightweight

 

That would be me taking it "gently" to do the 1000miles.

 

Bloody Hell Shaun. I thought it would take a few weeks before you were ready to play/experiment further, not just a few days.
This becomes even more captivating but the bigger compressor will hopefully be moving a good bit more air so ensuring minimum depression in the inlet tract assumes an even greater importance.
Good luck and I watch with interest.

 

Apologies... I have just had the "typo" confirmed. Bob Rawle is using the twin entry LM (as I originally thought), mated to his twinscroll set-up.

I have just amended the original statement to reflect this.

Harvey,
Thanks.

Yes you're right.... the next stage was discussed sooner than even I had envisaged.

It's great that Turbo Dynamics and Litchfields are looking to keep progressing the specifications and try different things. Regardless of the results, I'm sure the process will be interesting.

 

No need to apologise Shaun. I just wondered if he had "changed" direction regarding his engine/turbo set-up, thats all......Im off out now to do another 5 miles in reverse gear. Wish me luck!

 

May the boost be with you!

 

"Sorted" yet Shaun,?

 

It's in hand Sir.

David (API) contacted me yesterday on his first day back.

Sorted? should become Sorted! soon enough I suspect.

The major element is getting the coolant tank fabricated. The fitting elements of both the induction ducting and tank itself are minor.

 

Goodoh.... Wonder why David didnt contact me on his first day back.?? Looks like you will beat me to it after all. I dunno, jumping the que at your age.

 

Que? (literally! )

It's "queue", sir.

 

Thanks Joz......my english goes a bit "****-up" when my mind is on other things (like getting my car finished)
naw wheres mi dikshonari?

 

I'm an ******* - it's a disease LOL. Sorreeee.

To be fair, you're not the only one on here who I've seen spell it that way (says joz, the teacher ).

 

OK.....

I have had my car on Surrey Rolling Road today.

The reason for this was to use a well established, benchmark dyno set-up, that is totally independant to try and get a baseline figure for where we currently are.

The reason for the move from PowerStation was purely because a very high percentage of graphs "in the wild" are via Dyno Dynamics Rolling Roads. This makes the results slightly more comparative with others from the same venue or dyno type.

If you cast your mind back to a previous post I made on this thread, I estimated flywheel power to be 445bhp.

Road Dyno as part of the EcuTEK Delta Dash package is awesome in my opinion. Unfortunately many people only care about dyno figures, which I think is a shame as Road Dyno (if used correctly) can be so repeatable and consistent.

Unfortunatley Road Dyno does not give flywheel figures, which is what the masses in the UK are interested in. However, using my own forumale, I estimated this to be in the region of 445bhp.

Let's see how far I was out and how indicative Road Dyno really is......



440.1bhp / 423ftlb

Damn.... I was 4.9bhp out!

The above graph has two power curves. The lower one is low boost (MAP 2) and the higher one is high boost (MAP 1). Both switchable in-car as part of the EcuTEK map.

Here are the boost curves......



You will notice that the low boost map appears to spool up slightly faster... this is undoubtedly down to the fact that there was more heat in the headers/turbo/exhaust for that run.

Personally I'm very happy with the end result as it's so close to what I thought it would be, based on my Road Dyno results and flywheel calculation method.

I have spoken to Matt @ Turbo Dynamics again and he has expressed that the turbo should be capable of more power. This is based on the data they have about the core spec., coupled with the CAD test flow data they have.

Whilst I was at Surrey Rolling Road, JGM was present waiting for one of his customers. Simon made a comment suggesting that it was quite possible that another 10bhp could be achieved with some time on the dyno, to see what works best with regard to cam timing, ignition timing and boost.

This is something I alluded to previously, with regard to how a dyno can benefit the mapping, with regards to trying different "things" and seeing how the set-up responds.

The facts are simple though.... the car has done what it has done. It has not been mapped on a dyno (at my request). Is still on the OEM ECU. Is still only running VPower.

I actually logged the data of each run in Delta Dash......

There is no learnt correction and no knock detected anywhere. So hat's off to Richard Bulmer for his mapping.... without touching a dyno.

Peak airflow was down by 10g/s, against what I see on the road. I have no idea if better ducting to the airfilter will bring this up on the dyno, but this is an area that could quite easily increase power.

The easy thing would be to bang 20% METH in the tank and get it mapped, for a potential increase of 10% in power.

I personally don't want to get involved in this at the moment, as this is all about being a pure road car and not having to worry about enhanced fuels. I know many people do it, but it's not for me at the moment.

I'm more interested in making smaller changes and seeing what the effect is, to try and get the most out of the current set-up.

With this in mind I'm curious what "other" changes aside from turbo, will make to the current set-up.

We're holding off on the turbo change at this precise moment in time and will be looking to try another induction kit, with a bigger filter element, larger MAF pipe and better induction ducting. We may even throw in some dyno mapping to see what effect changes in ignition / boost can have on the curves and peak power.

I will certainly be back to Surrey Rolling Road in the near future, to see what differences the proposed changes make.

 

Improve your induction setup for a small gain eg. 10 bhp.

 

I have no preconceived expectations on this one Harvey.

We will never know till we try it, but since I need to move to a larger MAF housing anyhow, it would be rude not to see what effect a larger filter has at the same time.

Let's hope the smaller things can make a difference.

 

Things have been a bit quiet on the next lot of work...... everyone that needs to do the next lot of work / testing is just too damn busy though!

Whilst it's frustrating, it's life!

Anyway.... went up to Litchfield's today to pick up (or so I thought) my big MAF tube and K&N filter. Whilst the MAF tube was fine, the filter did not fit the MAF tube (it was ever so slightly too small). You maybe thinking how this could of happened. It was purely because these items were in Iain's store and it was assumed the filter belonged to the MAF tube (until we physically checked that is lol). Unfortunately this was not the case and Iain will need to order in a filter that does fit. Hopefully this will be ordered and delivered next week.

I'm no expert on this stuff, but I will try and explain (hopefully correctly) why we are using a bigger MAF tube.

On our current set-up using a standard diameter MAF pipe (this is the tube that the MAF sensor goes in) we have nearly hit the limit of the current scaling and sensor. Because the OEM ECU is MAF based, it uses the readings taken from the MAF sensor as a key dataset for the entire map.

The limit of the sensor is 5v and based on the airflow on the current scaling, it should allow 400g/s. All things being equal, the higher the airflow at the MAF, means the higher the suck on the turbo, means the greater airflow of the turbo, means more power (it's really not that simple, but illustrative).

I'm already close to the MAF maximum voltage limit.

The problem with hitting the sensor limit of 5v's is that you run the risk of the map running lean. Since I want to open the inlet side even more, with a bigger filter, better ducting and possibly more boost..... the MAF limit needs sorting.

Since the MAF voltage is determined by airflow, the best way to sort this out is by enlarging the tube that the MAF sits in. This will "slow" the air down that the MAF reads and after scaling the MAF for the bigger diameter tube, will drop the voltage at the MAF and allow me more headroom on how much more air I can potentially flow.

Here is the larger MAF tube.



Here you can see the diameter of the MAF tube, which measures 3 inches (76mm). The OEM tube is something like 56mm.



Although this filter does not fit the MAF pipe (it's about 5mm too small on the bottom diameter), this will be the size of filter we will be fitting. It's pretty flaming huge.



As I said previously, we hope to get the filter next week.

Richard Bulmer is back in the UK the week after next (hoorah!), so I will be looking at getting this fitted and map adjusted sometime in November (fingers crossed). I'm also going to ask Richard to get the car on his dyno, to see what - if anything - can be done with the map at peak power, trying different things with boost, ignition and VVT.

I will also speak to API next week to get the inlet ducting sorted in time for the filter fitment and remap at Tracktive.

After all that has been done, I suspect it will be back down to Surrey Rolling Road, to see if the changes have made any positive difference.

 

Hi Shaun who makes the maf tube tube you are using ?

Andy

 

It's RCM's.... infact it's probably the one I tried about 5yrs ago when I was doing this kind of thing on the previous Spec C 2ltr. I never thought at the time what happened to the MAF pipe... it is probably this one that was then stuck back into Litchfield's stores.

 

I think only RCM make the perfectly matching filters. I bought the RCM induction kit, and the standard filter is 170mm tall. On Harveys' advise I want the bigger 260mm Tall one, I feel sorry for Gary from G-R Performance who has the job of squeezing it in with the standard position turbo, it is huge
Look forward to your progress

 

Cracking write up Shaun

I've been watching this thread for a while now and some very interesting reading.....
Great banter as ever with Scoobynet members so keep it coming and you have given us some interesting ideas for the next project Impreza
;-)

Glenn

 

Thank you for your kind words Sir.

Look forward to hearing about your next Project Impreza, whatever that may be.

 

Any news on the "inlet ducting" Shaun? and any dates set for going to SRR. I might come and watch if I aint too busy at work.

 

Spoke to David today and it's all in hand.

I believe Richard Bulmer is back in the UK next week, so I will get a provisional date for mapping soon.

I would hope to get this all sorted by the end of November and then back up to Surrey Rolling Road.

However I should have a good idea before hitting SRR, whether or not improvements have been made. Assuming we hit Tracktives hub dyno for the mapping, I will ensure we take a "before as is" figure on Tracktives dyno, prior to the inlet and mapping changes, and then the Tracktive dyno tuning should show any advancements made. The SRR will just further validate in theory.

I'm expecting no increases from just the filter change, as the main reason for this stage is to provide me with more headroom for safety. However it will be rude not to try a bit more boost, along with the other changes being made. Running 1.8bar flat decked might lift things a tad.

 

Great reading, took me two days but it was worth it. Really educational for a new Subaru owner who's willing to learn. Thanks very much. Subscribed!

 

Right..... we have some movement and I'm not on about a bowel movement.

Getting me in with the following and being able to take certain times off work has proved a challenge.... but all comes to those who wait (or so I'm told!).

Managed to pin down API's work, which is around fabricate / fit a new coolant overflow tank, improve ducting from front fog lamp to engine bay and Tracktive Solutions for the mapping.

Spoke to David today and apparently the tank has been done, so car is booked in for November 17th.

Been speaking to Richard Bulmer since the weekend and the car is scheduled in for fitment of large MAF pipe / filter and remap on 15th December (Richard is out in Jamaica for three more weeks, so with my availability and his, this was the first opportunity).

Iain Litchfield is gambling is life away this week at the Las Vegas SEMA show, so I will speak to him next week to check the new filter is in for me.

Had quite a chat with Richard about this next mapping session and he has agreed this will be done on his Dyno initially (and checked and finished on the road). This will enable him to see what different levels of boost, ignition and cam timing have on the power curves and what set-up will work best. We will be completing "as is" benchmark runs first, to see (if any) what effects the filter and mapping changes make. I'm looking forward in seeing how this goes for sure!

viio,
No problem and thanks for your comments!

 

Task 1 - Replace temporary coolant overflow tank

First task of this latest round of "mods" was to replace the temporary coolant overflow tank that API fitted.

Just to reiterate, the reason for the original overflow tank being removed when the Hybrid GT2 FMIC was fitted, was purely because the FMIC was for a Classic fitment (this is a Newage car). On a Classic the OE overflow tank is in a different location than on a Newage. The FMIC pipework on the Classic kit runs down the location of the overflow tank on a Newage.... ergo the issue.

Whilst API had "crafted" a temporary solution which worked fine, we knew it really needed replacing with a "proper" solution.

David suggested he would have a tank fabricated....... to be honest I was pretty amazed at the finished product.

So here we have the "gap" available for the overflow tank to be placed.



Hand fabricated tank in place (even has an OE top on it!).





Fits like a glove and looks like it was made for the job!



I was also looking to improve the ducting to the airfilter today at API, but I have now decided to utilise the OE intake snorkel. I will cut this down and refit, so it angles air direct to the filter element. No point in doing this yet until I have the new inlet kit fitted for mapping.

Four weeks today for the next stage, which will be fitment of the new induction kit and dyno mapping session.

HUGE thanks to API for all their support so far and of course by going the extra mile to sort out the precise fitment of the Classic Hyrbid GT2 FMIC (and modified ancillaries), into a Newage engine bay! Top job chaps!

 

Looks good Shaun . Why don't you get the bracket welded to the bottle , now it's clamped in the correct postion by the jubilee clips ?

Andy

 

Am i seeing that correctly? You have one bracket mounting it off the front to the radiator or chassis, and another off the back to the engine belt cover?

If so give yourself a slap! The engine moves a lot under load and will break either the place you mounted to or the bracket.

The general look of that setup is not great Shaun.

 

andy00v7,
No reason why I can't get that one now...... until John F's post that is!

John,
Of course you're right.

What a **** - that was my fault as I told the fitter to do that!

David never looked at it when it was finished, as I'm sure he would of said something.

I'll get it sorted and thanks for highlighting it.

 

Right I now have everything in place for the next remap.

Just been to Litchfield's today to pick-up the BIG MAF inlet pipe and air filter (one that fits).



Whilst the air filter is not as big as I was originally looking at.... at least I know this one will fit in the position that I want it to and it's certainly bigger than the one currently on the car.

Although this kit is sold by RCM it is infact a BRD (Bob Rawle) developed kit.

Just needs fitting and mapping now, which will be done in a couple of weeks.

Although the recent mods have all been about the power side, I will hopefully be looking back at the handling side in the near future.

After a discussion with Litchfields today, there may be a possibility that I will be trying some new suspension soon. I'm quite excited about this as this suspension is from one of the biggest suspension manufacturers in the world. I don't want to say too much as there is some further discussion and agreement to be had yet.

Fingers crossed the company agrees to support this project.