Engine Drivetrain 2nd Gen S Most liked posts in thread: OldBrokenWind's "Phoenix"

UPDATE --- Relocated my MBC source to the silicon elbow at the intake manifold. Also installed a JMTC ICI pipe, which caused me to move the external DV. Then had to reconnect the DV as a BOV 'cause there wasn't space to route a DV return hose --- what a PITA.

Found a local dyno to check my boost settings, and it looks like my tuner was right --- the GTX2860R hasn't got enough to feed this engine. Garrett rates it at 300 - 400HP and they must be referring to BHP --- according to this "tech tip" --- http://www.badasscars.com/index.cfm/page/ptype=product/product_id=64/category_id=13/mode=prod/prd64.htm I'm quite a bit over their 400 limit. If anyone has more info on this dyno conversion subject, please post it, or a link.

Dyno operator gave me quite a bit of good info about dyno's and weather corrections. Seems the chart shows the sea level equivalent of the actual pull. Apparently, that's what the "WC" stands for on the chart grid labels, and it also explains why a Mustang can produce the same numbers as a DynoJet --- "weather corrections" must be an industry standard. My above "tech tip" mentions this too. BTW, Reno is about 4500' elevation, on test day ambient temp was in the mid-90's, and humidity was in the teens.

Anyhow, here's a couple charts showing my map C results. Note that the boost setting is a bit lower than my LV pull, and the boost peak isn't as sharp but still a significant loss. Now to start a turbo search ---

 

My latest dyno chart, post #7 above, has the AFR included. And yes, my AP can be connected and do data logs, I just haven't used it in awhile. Also, when the valve let go, it was under about 30PSI boost.

 

Maybe instead of just "HP numbers", how about the ability to add pics, dyno charts, PDF's, etc. Claiming an HP number is easy, but meaningless without some sort of substantiation , especially when in the 300+ range. Definitely low priority!

 

When I updated my garage (after my above post), I noticed there was already a space for WHP and torque. If that form was to be changed, maybe group the two entries together with a note to add a dyno chart. My chart has been added to my other pics.

I have a VP distributor in downtown Reno, maybe an hour drive from home. When I get their 100 oct gas, I take my MT 5 gallon container for a refill --- saves a couple bucks. Check VP's website for a distributor near you?

 

Right after I bought mine from JMTC, they told me they were changing their ICI pipe fabricator --- possibly 'cause I crabbed about the way the WMI port was added. Also the built-in "dent" to minimize an interference fit, is in the wrong location --- there's serious interference! Arric probably couldn't find another source to fab it at a reasonable price --- it's a really tight fit, with a couple critical bends.

I suggest you take your car to someone that works with pipe, and have them custom-build one for you. Performance gains are noticeable on the butt dyno, plus Arric had a chart showing the HP gains, but it probably went away with the pipe.

 

Been awhile since anything new happened, just been having fun driving this thing and planning the next upgrade.

For the last couple years I've been looking at Garrett's new G25-660 turbo, and mounting it on a custom tubular manifold. Only manifolds I could find were either Italy or UK. RPM Canada has one also, but it needs an external waste gate and the oil filter has to be relocated. I'm not ready for that, and it's also still a prototype, and only available as part of a kit --- last I heard. I could also take the car to a local muffler shop and leave it with them for a month or so, while they designed a manifold --- not acceptable.

Then the turbo --- contacted a couple local distributers about the flange / WG / AR options I wanted and both came back with "Not Available yet" from Garrett. Sent Garrett customer service a nastygram and the next day I heard from an out-of-state Garrett authorized distributor that he had one of my 2nd choice options in stock --- V-band instead of a T-4 flange. This caused me to change my manifold source 'cause only one of them would do the T-4 twin scroll, and he uses either 304 or 306 SS (I forget which). I'm told that 310S is preferred, and that's what my final choice was, a Scara73 version of their MOD350. After working with them about the turbo flange, it was decided I'd send them a Garrett mating flange, to ensure a proper fit. That set the delivery schedule back another week.

So, the turbo's been setting on my bench for a month or so, while the manifold was fab'd. Couple days ago, the manifold arrived. Spent the last few days enlarging the exhaust ports and gasket to match Thumper's enlarged head ports. Now I'm ready to tear it down and check it for fit, then its out to a local source for a ceramic coat, external only. While waiting, I'll relocate the DV back to its previous location, just before the throttle body --- it seemed to function better there --- fewer P28AA codes after mild acceleration in town.

Here's a couple pics of the manifold. More to follow after installation in a couple weeks.