johnfelstead

Now the homologated differences between the MY05 JDM STi Blobeye to the MY04 JDM STi Blobeye as FIA Homologated.



MY05 Blobeye MY04 Blobeye

Rear bodywork width 1738mm 1725mm
Wheelbase 2540mm 2525mm
Rear track 1515mm 1505mm
Front body overhang 920mm 930mm
Rear body overhang 955mm 960mm
Steering wheel to rear bulkhead 1502mm 1510mm
Steering wheel to brake pedal 660mm 628mm
Conrod weight 578g 549g
Flywheel weight 8284g 8439g
Air charge temp sensor in plenum Fitted Not Fitted
Minimum Homologated weight 1271kg 1293kg
Min distance hub to wheel arch F333mm R277mm F350mm R315mm
Head/Bore Comb chamber min vol 67.8cm3 66.6cm3
Head Combustion chamber min vol 48.5cm3 48.5cm3
Max compression ratio 8.3:1 8.5:1
Downpipe flange diameter 130x82mm 110x64mm
Front LSD Helical Suretrack
Rear LSD Plated Plated
Front ARB 20mm 19mm
Wheel size 17x8 17x7.5

Spec C additional homologations
Alloy boot lid Added
Roof Vent Added
Boot IC water tank Added
Min weight Min 1234kg
Oil capacity Decrease to 5.3L
Fuel tank capacity 51.5L
Engine oil cooler oil/air
Gearbox oil cooler oil/air
Fuel pump baffle chamber Added
Rear wiper Deleted

No Spec C homologation was made for the MY04, also the MY04 papers are incorrect in that they list the spec for a single scroll turbo, but show the pictures for a twin scroll turbo.

DJ_Jon

iTrader: (7)

Some great info there Shaun, I'm in the process of upgrading the speakers & soundproofing in my Hawkeye, your write up has helped me lots

Shaun

John,
Great information!

DJ Jon,
No problem.... glad it was of some help!

Shaun

Right now we are going to get technical.... or at least I am going to try.

I have been out today with my laptop, logging various aspects of what the ECU is seeing using DeltaDash and RoadDyno.

Let me start off by explaining what these two elements are:

DeltaDash by EcuTEK
Ever wanted to know what your mapper uses to monitor readings from the engine whilst mapping EcuTEK (and far more besides)? Then read on.....

DeltaDash is an invaluable tool when mapping a car via EcuTEK, as it allows the operator to monitor and log all the readings that the ECU see's. DeltaDash is a piece of software that allows the user to interogate the ECU and log details whilst the engine is running. Not only this, but the sophisticated software enables the user to overlay results making comparison between comparable data sets very easy. When your car is being mapped with EcuTEK the mapper would also use Delta Dash to see what effects these map changes have on the engine (via the various sensors already there) both in realtime and for comparison afterwards. This facility alone is very useful as it enables the mapper to log results for immediate LIVE viewing or comparison at a later time. As this data is read directly from the ECU, it enables the mapper to see in real terms what is happening with the engine from the various sensors that are already installed, which is all vital when determining the best parameters. Of course not only as an aid to mapping, DeltaDash can also help to diagnose faults within the engine or at least give a better indication of the specific area to look at. Your OE ECU does not even need a EcuTEK license to utilise DeltaDash either.... as long as it is compatible it will work!

Whilst the above is a very simplistic overview of what DeltaDash provides to the professional, DeltaDash also has many facilities that are useful to the enthusiast.

So what is all this functionality and what does it all mean?

Live ECU Data Capture
As already explained the data capture side of DeltaDash is without doubt it's primary use, but what does this actually do?

In basic terms the ECU reads a varied number of sensors (some dependant on OEM ECU version). Upon looking at the sensor readings available, you may be overwhelmed by what data sets can be logged. Whilst some may be meaningful, others will have the reaction of "What the hell does that mean?". Obviously to a professional or knowledgable enthusiast, this will equate to useful data but in reality the majority of us will neither understand or be interested to a degree...... but make no mistake, they are all real data sets that are all meaningful and required.

There are 3 main data logging screens in DeltaDash, with the first one being the "Analogue Data" tab.



All the available (again dependant on ECU etc) logging facilities are listed, with three other columns showing the Minimum, Current (LIVE) and Maximum values attained. Quite simply, all you need to do is tick the required logs you wish to record and DeltaDash will start logging them.

The second main data logging screen in DeltaDash is the "Analogue Graphing" tab.



The above shows the same data sets that you have chosen via the "Analogue Data" tab, but instead of displaying this numerically, this screen shows them in a graphical format (which can make it easier to read). As more facilities are described, you will understand that this graphical display becomes very powerful.

The third main data logging screen in DeltaDash is the "Digital Data" tab.



The image above shares simularities with the "Analogue Data" tab, in which it enables you to tick appropriate sensor's to log. The main difference with this screen is that it analyses the digital (on and off) status of chosen parts (very good for some fault diagnosis of certain parts).

Once a log file has been created, this is when it gets really interesting and the true power of the data logging facilities are unleashed.

There are four main displays for showing the stored data logs.



The image above shows the data that has been logged with DeltaDash whilst on a run (the "Time Graph") and is very similar to the "Analogue Graphing" function showed previously. With this screen though many other functions are available for comparison and diagnostics. One of the key functions of this is to enable you to zoom in on a specific of a run and compare log captures at each time interval moving along that part of the run and looking to see what other variables were captured at the same time period. Sounds complicated..... but it is very easy to use and understand.

As an example, lets look at the following values MAP (boost), Engine Speed (RPM), Intake Air Temperature and Max. Wastgate Duty (how hard the boost solenoid is working to achieve boost).



The image above shows the required values wanted and zoomed in to a specific part of the run with all values in-line with each other as regards to time (therefore you can look at specifically what boost, rpm, intake temp. and wastegate duty cycle was recorded at any single point in time). The right hand side of the screen shows exactly what these values are and you can highlight and move backwards and forwards across each log value. Based on this example, you can now easily and accurately look at your boost profile through the revs and determine precisely where you reach (for example) 1bar of boost and full boost and at which RPM you boost starts to reduce etc.



The image above is the second type of display which is called the "Data Table". This shows all the values numerically (which are translated graphically in the "Time Graph" window) that have been captured against each time interval.



The image above is the third (and perhaps second most useful layout after the "Time Graph" view) view which is "Custom 2D Graphing". In this view you are able to compare two overlaid sets of data on the same graph. This is very good for comparing like for like data sets, which in the example shown above is Coarse Ignition Correction against Knock Correction. The above example shows that Coarse Correction map is more or less in sync with the live knock correction which is good.... you could of course have different results showing that knock correction was pulling or adding more ignition, which would lead you to thinking that the ignition maps could be optimised further.



The image above is the fourth view which is "Custom 3D Graphing". Similar to the 2D mapping this lets you compare data sets, but this time three in a 3D graphical format.

This is a very brief summary of the main functions of Delta Dash as a diagnostics tool for mapping and fault finding. Whilst this may not be of interest to all, it certainly gives the enthusiast an insight to what the engine is doing under various conditions and is a sound platform to use to learn about what makes your engine tick.... especially those wishing to get to grips with the in's and out's.

Road Dyno
Another key function of DeltaDash is the "Road Dyno" function. Ever fancied doing your own dyno plot runs and looking at other performance information about your car like in-gear acceleration times..... well you can with this piece of software.

After you have setup specific parameters about your vehicle (key things being gearbox type and ratios, wheel and tyre size, rev limit, vehicle weight and test gear) you can then progress to running and recording data based on a power run. The great thing about using Road Dyno is that YOU can do all of this yourself and the car is operating within a Real World environment, so you are replicating the exact conditions that you would normally on the road.



The power run is recorded by simply ensuring you are in the correct gear that has been stated in setup, clicking the START button on the screen, being at about 3k rpm and then letting the revs drop below approximately 1800rpm. The screen then tells you to accelerate in the gear selected. When you have reached the desired peak revs, you then let the vehicle revs drop and the power run log will stop.

Sounds good so far?

Now you get to see the results!



You have many different data sets to plot on the graph shown above, but for this explanation we will concentrate on the widely used BHP and TORQUE graph most commonly associated with normal rolling roads. As you can see from the example, Road Dyno can create a BHP / TORQUE Vs RPM.

How accurate is it though?

Well first off you have to appreciate that the figures are at the wheels (whereas most Rolling Roads will give these figures at the FlyWheel), but with tests that I (and many others) have completed and as long as the setup entries have been done correctly, the runs (for back to back comparison with subsequent Road Dyno runs) are completed on the same patch of road and conditions, the results are both consistant and very comparable to a rolling road.

The beauty of this piece of software is that you can also overlay runs (up to four) on the same graph, so this in itself will give you clear indications in the power curves of runs, if modifications you make have a improvement (or not).

On top of the graph you can also use the "Performance Report" feature, which tells you your In Gear Acceleration times.



As shown above, this coupled with the power graph gives you even more information to base results on from modifications that have been done. Ultimately most engine modifications would be carried out to make the car faster. This facility provides that information to actually see if your car accelerates better, without the need to do transmission bashing 0-60 runs!

With the use of a laptop and supplied cable / software, I think you may agree that DeltaDash (as part of EasyECU) is a very powerful piece of software. Other functions of DeltaDash include the ability to:

Read Fault Codes
Reset the ECU
Adjust ignition retard
Adjust idle speeds
Live tuning option (with the appropriate ECUTEK mapping options set)

That's about it for a general overview of DeltaDash and you will be seeing more of specific output's and data from the Hawkeye, as I progress through the various parts of modification testing.

As I stated earlier I have taken a load of data from the car as is now, which I will explain about in detail once I have given my brain a rest. I will also explain about other various elements of EasyECU as and when I start to use them.

Shaun

JDM Hawkeye as is
OK... let's look at the car as it is prior to ANY further work being done.

The specification of the car as it stands:
MY06 JDM Hawkeye Twinscroll 2ltr
Uprated panel filter
3" decat exhaust of unknown quantity
Basic UK fuel remap

Road Dyno
First off was to complete several DeltaDash "Road Dyno" runs to establish the current power of the car. As touched upon previously I really like the idea of using this software, as it gives a picture of what the car is doing on the road, which in the real world is what is important.

First off I setup Road Dyno with the appropriate information about the car.



Gearbox: 6sp STI JDM (ratios are different for 5th & 6th against a UK model)
Wheels & Tyres: 235/45/17
Engine Rev Limit: 8200 (higher than UK car)
Vehicle Spec: Weight (as tested) 1611kgs, drag and frontal area taken as default for Newage
Test Gear: 4th

I completed three runs and all figures were virtually the same. Here is one of the runs.



Road Dyno provides "Wheel Power" figure which showed:

277bhp @ 5862rpm and 291lbft @ 4083rpm at the wheels

You can change various elements of what you are reporting on in Road Dyno, but for the purpose of what we are highlighting here, a straight forward wheel power & torque against engine rpm is being used. All the available options are shown down the left hand side and these can be changed even after you have completed and saved the run.

You can also overlay multiple dyno graphs, but I will go in to that during later stages.

Although this software provides wheel power the common form of figure calculation over in the UK with Subaru's is Flywheel HP. This is never measured on a rolling road but calculated. Since this figure is supposed to be from the crank, the only way you can accurately measure this is via an engine dyno. This requires the engine to be out of the car, so hardly conducive for normal power runs!

Many respected people have already calculated appropriate ways to extrapolate a Road Dyno wheel power figure to an accurately calculated flywheel figure. I myself did a lot of work on this several years ago, so using those methods by using a 20% transmission loss to be added, the above wheel power figures come out at:

Calculated flywheel figures:

346bhp / 363lbft

Based on the current state of tune with a basic UK fuel remap, I would suggest this figure is realistic. But please bear in mind I am using these figures to show gains, more than for the purpose of measuring exact power. If the figures increase for any given mod, it will indicate that the modification is doing good.

In my eyes, although we all love a dyno figure, real world performance is much more important. One way that Road Dyno provides this information is via a Performance Report. During the run the software also logs acceleration times. In many ways this counts for more than any dyno graph and certainly helps to identify if any modification really makes a difference to how the car accelerates.

Here is the performance report taken from the same run as the graph above.



The real interesting bit is the part headed "In Gear Acceleration".

On their own they don't mean a fat lot, but if you compare against another car, it all puts it in to perspective.

Bob Rawle has recently conducted the same tests on his standard UK 2.5ltr PPP Hawkeye (same gear - 4th- Road Dyno'd at 324bhp calculated flywheel power):

In Gear Acceleration:
50 - 70mph = 2.8 seconds
60 - 80mph = 2.9 seconds
70 - 90mph = 3.2 seconds
80 -100mph = 3.7 seconds

After he remapped to 368bhp (Road Dyno figure):
In Gear Acceleration:
50 - 70mph = 2.7 seconds
60 - 80mph = 2.7 seconds
70 - 90mph = 2.8 seconds
80 -100mph = 3.2 seconds

Now you can see how quick a JDM twinscroll (and one that has less power than the remapped 2.5ltr) really is when it's rolling, against a 2.5ltr. The remapped 2.5 pulls better from 80mph onwards, but when you consider that the map on my JDM Hawkeye is conservative I know all this can be drastically improved on mine with a remap even with the current spec. I have other data from an optimised JDM twinscroll map (from other cars) and it blows my power / acceleration figures out of the water, but more on this in another update (in other words "JohnF: Keep your trap shut for now!").

You start to see what a car is really like with this kind of data, and to think you can do all of this yourself without having to visit a rolling road!

DeltaDash
Something else I wanted to log and use as a base for comparison as this project progresses is turbo spool. This will be especially important when the time comes to change from the turbo I have, to a new Litchfield LM??? model.

To do this effectively you should use DeltaDash's logging facilities. It is great to be able to do this on the road, as performing this kind of logging on a rolling road invariable provides spool data that is not characteristic of the real world on the road itself. Having real airflow and real load on the engine, provides you will data that is real! Using DeltaDash on the road enables you to do this accurately.

As with other facilities of the software, I won't explain every single bit in one go as it's better for me to explain the specific parts as and when I use them. For this specific example I will be looking at what DeltaDash logs as boost (Manifold Absolute Pressure - MAP -) against Revs Per Minute (RPM). Basically what boost is achieved at what rpm increment, which shows the spool characteristics.

Here is a log of an acceleration run in 4th, starting from 1700rpm to 7200rpm:



In the software this is very easy to read, but for the purposes of this I will extract the data in to a spreadsheet table and pull out the specific bit that highlights the spool (you can also read the data via a table within the software, but it is easier for this to just load the data in to a spreadsheet):



Be aware that since this measures MAP you need to deduct the atmospheric pressure of 1bar from all the MAP readings. So no, I was not producing 2.44bar max boost, it was 1.44bar! If I were to include more data that was logged you would see that 1.44bar was held, but since I am only interested in the spool side of things, that info. is irrevelant at this stage.

Let's take two datum points, which are commonly referred to for spool at 1bar and full boost.

So with the data we have we can see that on the twinscroll JDM with the mods it has, achieves 1bar @ circa 3080rpm and full boost at 3498rpm in 4th gear.

Due to load on the engine (or lack of it) it is quite usual for you not to have as good a spool in 4th as you may have in 6th. For example see how quick your boost is created when going downhill (less load) to what it is like going uphill (more load). Unless your ECU has the facility to enable boost maps per gear (which EcuTEK does allow with MegaROM, if it is being utilised), you are normally limited to how the wastegate can be optimised as 5th/6th gear are normally used (highest load) as the limiting factors.

For example if you mapped a car in 4th (with a 6sp box) and set the appropriate boost levels for that gear but then went out on the road, you could experience overboost in 5th & 6th, as you experience more load and can create more boost for the wastegate settings made for 4th gear. This is all being quite simplistic, but I hope you get the idea.

As of yet my ECU is not using MegaROM.... but it will be!

To try and highlight some of this I will now show you a similar log of spool, but this time in 6th gear on my car from 1800rpm:





So this time we can see that on the twinscroll JDM with the mods it has, achieves 1bar @ circa 2725rpm and full boost at 3179rpm in 6th gear.

This clearly shows that with the current set-up the car is losing approximately 300rpm in spool between 4th and 6th gear.

All of this information will prove invaluable as we progress through this project.

Believe me this is only the tip of the iceberg concerning what you can analyse with these DeltaDash logs and I could go on for ever explaining things.

This really is a great piece of software and I would whole heartedly recommend you purchase a copy for your car. It enables you to learn so much and if a "numpty" like me can make sense of it all, I am sure many of you will find it equally as informative and useful.

EasyECU which comes with DeltaDash (which includes Road Dyno) can be purchased via any authorised EcuTEK dealer for £335.00.

DeltaDash (including Road Dyno) is £215+vat (inc. P&P within EU).

Again just to underline DeltaDash will work with any EcuTEK compatible ECU and it does not even have to have been remapped with an EcuTEK license to function... so it will work on a standard ECU.

To fully utilise EasyECU for programming you will obviously need to have an EcuTEK license on your ECU and appropriate maps from your EcuTEK tuner.

Well this week has been fairly busy to say the least, but we are not going to stop there just yet! I am planning to be with Richard Bulmer (Tracktive Solutions) tomorrow (he did wonders with my Spec C) so he can remap the car "as is", with the idea of optimising the current state of tune before we progress. Hopefully we will see an improvement in all areas, so I will certainly be back with some more factual information on logs and graphs!

Moving on from this we will then be back up to Litchfield Imports in a couple of weeks time to see how one of their LM400 turbos perform! This will be one of a couple of turbos from Litchfield's new range that we will be putting through their paces.

scoobytyson

1611kg that seems heavy Shaun,

Shaun

Rob,
1460kgs for the Car
60ltrs of fuel @ .7kg per litre
15.5 stone for me
Laptop and the rest of new sound deadening and audio shizzle I have just put in... oh and my wallet!

It all adds up.

evonorth

Shaune
I would get it on a weigh bridge
Sometimes you can get weird results

Shaun

We have one at work but I have been on leave all week. Will get it done in the near future. In comparison the Spec C when it was fully stripped out, full fuel (50ltrs) and me inside and laptop etc (on OE 2ltr engine and top mount), was 1450kgs on the weighbridge, so what I have calculated sounds about right.

scoobytyson

It must be the wallet that did it ive heard your a tight git , i weighed my old spec c at the mlr's 30-130 with half a tank of fuel and no driver and it was 1350kg

Shaun

Roflol!!!

My spec c weighed in at just under 1350kgs with a full fuel load. Like I said though that was oe engine and ancillary items and fully stripped.

Shaun

MegaROM Remapping
As suggested above I took a visit to Tracktive Solutions for Richard Bulmer to remap the car "as is", with the intention of remapping the car for MegaROM.

MegaROM is available as part of the EcuTEK code. MegaROM is only available (currently) for JDM ECU's, but allows for the following functionality:

Per gear boost control
Launch Control
Two full switchable maps

(amongst other additional items within the map that allow for more control)

Per gear boost control
As already alluded to a normal EcuTEK map (without MegaROM) will only have one boost map for all gears. This can make lower gears not as sharp or strong as they should be, because of the compensation that is made for increased load in say 5th and 6th. MegaROM will allow the wastegate control to be specific for each gear. For instance in 2nd, 3rd, & 4th you could increase wastegate duty to provide a better boost profile, which in turn could make the gear more driveable.

This may not sound like a great deal, but believe me it can make a radical difference to the driveability through each gear. For a road car driveability is key, so this is an area I want to exploit.

Launch Control
Pretty self explanatory. Switch this on in the MegaROM map, set the rev limit and boost.... bury the throttle with the vehicle stationary and let the clutch out! Launching the car with positive boost can be quite exciting!

Inbuilt two full switchable maps
Unless you can take advantage of MegaROM (or RaceROM to be released for DBW cars), the only map switching you have on EcuTEK (assuming your model of ECU allows for this on a non DBW) is to allow for two boost settings. This could be high and low for instance. However MegaROM allowes for two FULL maps (that's everything available to map again), which is switchable in-car without any additional hardware (like a laptop for instance). This is especially useful if you want to run two completely different maps, say one for VPower and one for 95ron fuel etc.

At this stage we were really only interested in "per gear boost control".

Unfortunately due to the nature of how many "tables" the mapping needs to populate for "per gear boost control" and MegaROM in general, the process of mapping takes considerably longer to complete.

After several hours Richard had finished the mapping.

The effects of the additional "per gear boost control" is immediately felt. The lower gears really do pull better and feel a lot brighter. As it is not always easy to see this on any dyno graph, you really need to benchmark what it feels like on the road. The more and more you drive the car "normally" the more and more you notice the benefits.

Since I was in a different part of the world, it was sensible to wait until I got back home to try a road dyno run on my standard piece of road I use.

So here is the Road Dyno graph for 4th gear:



Road Dyno provides "Wheel Power" figure which showed:
276bhp @ 5513rpm and 301lbft @ 3976rpm at the wheels

Calculated flywheel figures:
345bhp / 376lbft

You would be forgiven for thinking that the final power figures don't seem like they have changed that much (apart from the torque has picked up abit), and you would be right. Hardly surprised when we kept the boost targets the same as before at 1.5bar peak. What you need to do is look closer. The fact that the torque has picked up at peak and also at just over 100rpm earlier than the previous test (both cars were run using the same loading technique, heating up of the turbo and pipework, the same inlet temps (within a degree) and same weight - both sets of figures were repeated at the time), will provide an indication of what is potentially going on. A comparison of the previous graph and the latest one certainly shows that even clearer.

Another great feature of Road Dyno is the ability to overlay separate runs on the same graph. This is great for comparing like for like at various modification levels and certainly something we will use for this thread!

For the purpose of this next graph I will be altering the smoothing method of the graph. The accepted "smoothing" method is "Heavy", which is what I will normally use. Due to the sampling and the fact that the tyres are going all over the place on the road, the graphs are slightly bumpy. This can be smoothed out, but this brings the figures down slightly by taking midway points to try and smooth the peaks etc. By making the smoothing as "smooth" as possible, it is easier to see the differences that the per gear boost control has made (so don't be thinking I am bodging the figures when you see the figures moved down slightly).



The red line is the MegROM run and the blue line is without MegaROM.

You can clearly see that up to around 5k rpm the MegaROM plot is over and above the non MegaROM plot. When you start to compare down low in the rev range and take the mid range point of each line at a set rpm, you can deduce that upto 10bhp along side circa 20lbft increases can be seen. The torque especially is what you notice whilst driving on the road with the MegaROM map. Again whilst the increases do not sound massive on their own, on the road it maximises the driveability.

This is only for 4th gear, so would see similar results for 2nd and 3rd in comparison..... and you certainly feel it.

Again looking at further information, specifically the "Performance Report In-Gear Acceleration Times", you also see a positive effect that this has had.



Comparing against the previous test without MegaROM shows the differences of:

Without MegaROM In Gear Acceleration:
40 - 60mph = 2.6 seconds
50 - 70mph = 2.5 seconds
60 - 80mph = 2.6 seconds
70 - 90mph = 2.9 seconds
80 -100mph = 3.6 seconds

40 - 100mph = 8.8 seconds


MegaROM In Gear Acceleration:
40 - 60mph = 2.5 seconds
50 - 70mph = 2.4 seconds
60 - 80mph = 2.5 seconds
70 - 90mph = 2.9 seconds
80 -100mph = 3.6 seconds

40 - 100mph = 8.6 seconds

All going in the right direction.

Compare against the remapped 2.5ltr (@ 368bhp):
2.5 UK
50 - 90mph = 5.5

2.0 JDM Twinscroll
50 - 90mph = 5.3

At the moment the 2.5ltr is still pulling quicker times from 80/90mph+, but you would expect this with more torque and BHP against the JDM twinscroll current state of tune.

It is all interesting stuff and I really like the benefit that features within MegaROM have provided so far. It is certainly worth paying for that extra time of the mapper to exploit things like "per gear boost control", as it can make a marked difference in driveability to the car on the road.

Everything is sorted date wise for the next stage of mods..... a Litchfield LM??? turbo, sports cat exhaust, inlet mods, injectors and 3 port boost solenoid. Once everything has been fitted the car will be back up to Tracktive Solutions for exploiting this little lot in the mapping department, along with starting to utilise EasyECU.

Scooby Dan

Very interesting read Shaun the megarom looks a great bit of kit. I have been waiting months for Ecutek to release racerom for my 2.5 Hawkeye, hopefully wont be too much longer.

T5NYW

iTrader: (4)

Nice one

-Nic-

iTrader: (4)

Nice one Shaun,

Looking forward to following this thread...

Should help me decide which turbo to get for mine

evonorth

Shaunee,,Just go and get the bigger twin scroll on,,
You will be bored with 345bhp in about 5 mins,,,
My evo6rs has about the same bhp ,, only weighs in at 1300kg dead,,
I will be putting an evo 9 turbo on it this winter
I will never go back to a gt30 like i had on my evo 8
I agree with you fully that minimal lag is key to a great rd car,,
Rich is mapping mine after i get back from my hols

Did you not consider an evo 9gt mate,,
These make 400/400 at very little cost and the gt comes with the proper rs rear diff,

Shaun

Scooby Dan,
I suspect it will not be too long before RaceROM is released by EcuTEK. Assuming the mapper you use spends the time making use of the extra functionality, you will certainly have a whole host of benefits!

Tony,
How are you getting on with your LM400 day to day?

Nic,
That's the idea for a number of individuals, so I hope you can draw your own conclusions from whatever results are achieved with the various Litchfield turbos I will be trying.

Paul,
Getting "bored" is a bit subjective to be fair mate. There is always a difference between being excited when driving because of power and enjoying the drive because of other non power related reasons. You don't need a shedload of power to have fun and to enjoy driving.

If I was bothered about power over anything else I would just stick a GT30 core standard fit turbo on. Been there and done that, but this time outright power is not the goal. Ultimate driveability, no stress and having a nice car to drive is.

When I take it on track or do sprints..... if it is a lot slower than other cars I really won't care. As long as I am having a laugh that is all that counts.

The first turbo will be going on in a couple of weeks though.

I'm sure Rich will get your car "singing" with the "9" turbo on!

Several times I have come close to getting a 9. I really do like the cars and they certainly go well enough in standard tune, and again moreso with fairly basic mods. Just when it came down to it, the right car came up in reality and that was obviously a Hawkeye.

bluenose172

iTrader: (2)

For reference, my results from yesterday for my similarly modified Spec C, mapped at 1.5 bar. 2 runs.

Dyno Test: Run 1
===============

Maximum Wheel Power: 292.4 BHP @ 5384 RPM
Maximum Wheel Torque: 299.4 LbFt @ 3987 RPM
Power to weight ratio: 195.0 BHP per ton

Terminal velocity due to power: 181.7 mph

In Gear Acceleration:
40 - 60mph = 2.4 seconds
50 - 70mph = 2.3 seconds
60 - 80mph = 2.4 seconds
70 - 90mph = 2.7 seconds
80 -100mph = 3.3 seconds

Speed per 1000 RPM:
1st: 5.3 mph
2nd: 8.1 mph
3rd: 11.0 mph
4th: 14.4 mph
5th: 18.2 mph
6th: 22.9 mph

Maximum Speed per Gear:
1st: 43.6 mph
2nd: 66.7 mph
3rd: 90.0 mph
4th: 117.7 mph
5th: 149.2 mph
6th: 188.1 mph

Total Vehicle Mass: 1520kg
Drag Co-efficient: 0.37
Frontal Area: 2.20 square metres
Wheel/Tyre Setup: 235/45/17
Tyre Diameter: 643mm
Tyre Circumference: 2021mm
Engine Rev Limit: 8200
Test gear: 4
Max Speed of gear: 118 mph
Air Intake Temp: 31°C (88°F)
Atmospheric Pressure: 1.00 bar

Dyno Test: run 2
================

Maximum Wheel Power: 298.1 BHP @ 5722 RPM
Maximum Wheel Torque: 311.9 LbFt @ 4145 RPM
Power to weight ratio: 196.1 BHP per ton

Terminal velocity due to power: 182.9 mph

In Gear Acceleration:
40 - 60mph = 2.3 seconds
50 - 70mph = 2.2 seconds
60 - 80mph = 2.3 seconds
70 - 90mph = 2.7 seconds

Speed per 1000 RPM:
1st: 5.3 mph
2nd: 8.1 mph
3rd: 11.0 mph
4th: 14.4 mph
5th: 18.2 mph
6th: 22.9 mph

Maximum Speed per Gear:
1st: 43.6 mph
2nd: 66.7 mph
3rd: 90.0 mph
4th: 117.7 mph
5th: 149.2 mph
6th: 188.1 mph

Total Vehicle Mass: 1520kg
Drag Co-efficient: 0.37
Frontal Area: 2.20 square metres
Wheel/Tyre Setup: 235/45/17
Tyre Diameter: 643mm
Tyre Circumference: 2021mm
Engine Rev Limit: 8200
Test gear: 4
Max Speed of gear: 118 mph
Air Intake Temp: 27°C (81°F)
Atmospheric Pressure: 1.00 bar

bluenose172

iTrader: (2)

..

johnfelstead

Intake temps make a big difference to the torque on these cars, peak power isnt as affected. That's why your second run is better on torque. Try it sub 20 degrees inlet temp, you'll be surprised how much more torque you have.

My Own MY05 JDM STi has at 16 degrees inlet temp

Maximum Wheel Power: 312.1 BHP @ 5281 RPM
Maximum Wheel Torque: 335.7 LbFt @ 4077 RPM


do another run at 24 degrees inlet temp and it's down to

Maximum Wheel Power: 297.6 BHP @ 5868 RPM
Maximum Wheel Torque: 317.9 LbFt @ 4194 RPM

Shaun

Bluenose,
My setup appears to have a problem airflow / boost wise, from the logs. Did not want to make excuses for the lower than expected figures since the remap. That's certainly why you figures are better, as are johns.

Shaun

Exhaust other than having an unknown backbox and decat downpour, looks like it has the standard centre section. Since alot of things are being changed, it's not worth looking to resolve.

bluenose172

iTrader: (2)

I can't hold any boost on my setup, im at 1bar at about 6800, lower above 7Krpm. I have a Miltek with 2 silencers. With a third of a bottle of NF it gives another 20-30bhp and torque largely due to timing/fueling increases. I have a 19psi spring for my actuator, but think I'll just go for the LM400/420 instead of trying to eek a few more hp on the VF.

Shaun

I have compared logs with John for his car. Both cars completed by the same mapper, his is making more torque low down and bhp (as well as making more bhp at the top). Richard mentioned when he was mapping that for some reason, mine would not take the ignition of John's or make the boost.

Mine struggles to make the boost targets down low (slightly slower boost build than John's). Is not flowing the same mass airflow as John's, is taking slightly less ignition but the wastegate duty is much higher on mine (to make in parts, less boost). Something is not right whether it is a restriction on the exhaust side, gasket / air leak problem or a problem with the wastegate on the turbo / actuator...... or I could have a "Friday afternoon" engine!

Like I said the whole lot is coming off anyway, so it seemed a waste of man hours to try and diagnose a problem that should be rectified come parts swap.

johnfelstead

There is absolutely no point trying to wring the neck of the VF36/37, it's all over by 6500rpm, you are much better off shifting up a gear and using the midrange torque. You really dont want to go chasing top end boost as the turbo isnt designed to operate there. My own car only pulls 1.06BAR at 6500rpm, drop it up a gear to peak torque and it will be much much quicker. It's torque that accelerates a car, so make the most of what the turbo can do mid range, mine will pull 1.7BAR on a cold night, happily pull 1.55BAR on a hot day mid range.

I have my shift light set at 6500rpm and the majority of the time i'm shifting at 6000rpm, i only rev beyond that if i need to hold a gear mid corner, otherwise i'd be up a cog and leaving the revers for dust.

Remember this turbo is designed to work with a 32mm restictor for the Production WRC engines, so it's all about mid range torque performance, not flowing air up the top end which is none existant with a group N restricted engine.

The LM400 hopefully will be very different in this repect, if it can match the mid range punch and spool of the VF37 yet still alow decent airflow at the higher rpm range, it's going to be a cracking road turbo.

fpan

iTrader: (11)

Great reading and news Shaun, can't wait to get Richard have his hands on mine now!

Toffee

iTrader: (3)

Everything is sorted date wise for the next stage of mods..... a Litchfield LM??? turbo, sports cat exhaust, inlet mods, injectors and 3 port boost solenoid. Once everything has been fitted the car will be back up to Tracktive Solutions for exploiting this little lot in the mapping department, along with starting to utilise EasyECU. [/quote]

If you do opt for the LM420 you will be running prety much the same as me but with the "Easy ECU" looking for forward to seeing your final list of what you decided to go for and the results. Good luck fella

Lee.

Shaun

fpan,
I'm sure Rich will do you a good turn with whatever he does.

Lee,
Litchfield's are continuing their development of their LM's, of which at least one I will be trying as soon as it is ready. First off a LM400 will be going on to test in the immediate timeframe and this will be going on next week. Soon after another Litchfield turbo will be going on that should prove rather good if current testing is anything to go by.

stevebt

iTrader: (8)

I hope your just gonna keep this as a mildly tuned car cause if you don't your in for a massive spend again

Shaun

Steve,
The spending is NOT an issue...... having a car that is on the road and readily available with zero stress IS.