I think i found my new screen saver

Hehe,yeah he does post some nice pics,doesn´t he? I have a dedicated folder aswell :o The updates and events that are posted are really great reading and inspiring - keep up the good work Wally!

Very nice pic!! :rockon:

Tnx guys!

I seem to have reached some sort of goal already with the latest dyno run. A goal I had planned only after some major engine updates for the next year(s), but this one already took me there :)

This is corrected engine hp at the crank. Power at the wheels was 342.4 at 6150 rpm. BTW 500 Nm ~ 370 lbs.ft (also at the crank)
http://i174.photobucket.com/albums/w...2.jpg~original

The remaining goal is a '10 second' car...As I am only an '11-second driver', that goal may take some more time and/or even more power... :lmao:

Damn, those are some good numbers. What turbo are you using now? I'd like to clear 300whp with the addition of an intercooler.

400 HP in a daily driver ... congratulations :notworthy: :clap:

How's that cast iron flywheel holding up ? How much boost were you running on that run ? Because of you, I'm looking for a short nose G50 now :lmao:

Thanks for the updates.

Sandeep

I dunno...but it does (obviously :rolleyes:). That is the part I would like to exchange the fastest if I could..but no-one makes a steel 228mm T4 as a regular part. I did see 200 and 215mm, but not (yet?) 228mm.. and a custum flywheel is very expensive. Thought about getting and welding up the steel 215mm, but not sure if one can just do that.

specially for you I 'print screened' the log of the run while I was there, cause I knew you were gonna ask that :) also since the boost varies (..) its hard to say what boost it was. Depends on when in the run, but nobody wants to hear that answer I suppose.
Boost does taper off and I think its the too small exhaust housing. This combined with the back pressure readings says it all imo. In defense of the turbo, I do suspect the initial high boost is some sort of spike and I need to back down the 'gain' setting on the EBC...but I wanted to run exactly like it was at Santa Pod when I did the 1/4 mile there.

To make things clearer: the car runs from right --> left side of the sheet!
http://i174.photobucket.com/albums/w...n.jpg~original
Lemme know if you have any q's regarding the log, but look at that IDC climbing towards 80%! and those are 1000cc injectors (at 3.0 bar) run at 3,25bar fuel pressure...

If you look at the dyno sheet again, you may have noticed the power falling off as of 6200 rpm, while the run before it seemed to want to go on beyond the 6600 rpm limit we set then. Hence the 7000 rpm we ran this time...very dangerous as more boost and more rpm is tricky without chevy springs, but I went for it anyway as it ran like this rpm and boost in england and held up.
The ripple after 6200 rpm is valve starting to bounce of the seat imo...
So, I need better valve springs and a bigger turbo haha!

Sorry 'bout that... :lmao:

Congrats Wally! That is really awesome! That curve is amazing - actually it´s not much of a curve,more like a rocket start..:D If I read the log correct,your max boost was 1,46 bar? What springs are you running now? Do you think that your valves were beginning to float? Richard sent me an interesting link on springs they use in drag bikes. http://www.psisprings.com/index.php?...ask=view&id=20.

Thanks for the detailed information and posting the log.

I have 370lb springs in the twin plug heads, but they will lose some pressure as they are run, estimating 10% so should end up at 330lbs. I told Len that I would not be boosting past 20psi though, or revving past 6500 rpm.

I based my turbine selection (Garret GT3076R, 0.63 hot side) on information provided mostly through Subaru boards, as the STI engine is 2457cc vs my 2413cc, and I had no aircooled data at the time. It is 4v vs 2v though as far as valves per cylinder is concerned, but I think the 2v per head should have better intake velocity.

The .63 is supposed to provide better spool but not as much top end as the .82, which is the next step up for the Garret GT3076R.

I was looking at an honest 300 FWHP motor, not stressed but living a comfortable life, but it looks like 350-375 FWHP should be more realistinc.

Thanks for all of the information, your motor build has been very educational and inspirational and I hope to be able to join your ranks in the coming months.

Sandeep

Not really: that point was just where the cursor was at that moment. More random therefore. Boost was about 1.0 bar at 4K, then climbing further to just over 1.7 bar at around 5K, then tapering to 1,5 at 6K and further down to 1,4 bar at 7K.
On the road, in 4th, 1 bar is reached at 3600 rpm if its not too hot outside.
Just follow the horizontal lines on the y-axis at the right. The scale is there. If you can read plots, it shouldn't be too hard to see what is reached when ;)
;) I use the Berg dual springs with Ti retainers. I will try to install my CB650's over winter. That will sort that out.

@Sandeep: I think every motor is different and maybe I have restrictions elsewhere, but boost is tapering despite my EBC set at closed-loop... so I suspect my 8cm² turbine (~0,63-ish I think) is just too small for these kind of hp. My back pressure readings kinda confimed this imo.
For an even bigger engine like your comming 2413cc, I would surely get the 0,82 A/R if you had free choice. You may loose some spool as opposed to the 0,63, but you already got that covered by the 200cc's more you have over mine...
I also looked heavily at what Subaru owners use (hence my DOM3 I got off a us Suby owner) and this combined with my current experience, I would surely get the 82 for your 2413cc. Our engines are just more responsive by themselves somehow I think.
You don't want to know what my next turbo/turbine size will be...:D

I'll keep the .82 in mind before I take the .63 out of its new packaging :D

My guess on your next turbo is a minimum of a GT35R (GT3582) or somewhere there abouts ... 400 to 650 HP on a minimum 2.0l.

You got to 400hp quickly with this build so I'm thinking ~500hp minimum is your next goal :eek:

Sandeep

A _very_ nice compromise would be the Tial stainless housing :rolleyes: Its ~0.78 A/R iirc and saves a lot of weight on the right side of the car...;)
I have no hp goal, but only seek the 'perfect' turbo.
Its not anything like you mention though... :rolleyes:
When (if?) it gets here, I'll sure let you know/show you. It is meant for after an engine upgrade tbh, but it would be interesting to try it on the 2,2 first and see the difference later on the bigger engine (which will take a year or two probably..).

Just finally got confirmation that the new turbo had been produced and a small batch was shipped from the Borg-Warner plant to Full-Race.com which just shipped one out to me :D:D:D

How big? Its a T4 Twin-scroll with a compressor in between a 35R and a 40R, so its fairly big :lmao:

Also got a second hand, but unused waste-gate from evil bay, but need a second one because of the twin-scroll lay-out.
http://i174.photobucket.com/albums/w...1.jpg~original

Have you looked into the holset HX35 turbo. The guys in Europe seem to like holsets. They are cheap and make a lot of power and they are very strong.

Hey wally you finally going to do the twin scroll turbo setup. Glad you are because i want to use a twin scroll Holset on my 1835cc engine once i build it.

I agree 100%. The .63 Housing will be too small for a 2.4 L engine.It would spol extremely quick,but I don´t think you would be happy with it.Our Boxer engines make torque really quick and spool turbos usually quicker than other engines,especially as soon as the engine is under load.IMHO due to the 2 valve design and "uncluttered" chamber and realtively short intake and exhaust ports and the large amounts of air volume and air speed generated at lower rpms.Maybe the Subaru guys have to choose a smaller housing to "dial in" their spool up time due to the central/single throtlebody and long intake runners? Just a hunch though on my part,I don´t know enough about the suby for a better argument.
Another thought of mine is,that Wally may need a larger housing because the core engine is more that of a high rpm engine with the large bore and short stroke.So maybe his "power range" is much higher in the rpm band and out of the optimum efficiency range of the current turbine housing.Also the cam (here we go again..) has enough duration and lift to deliver higher rpms and with the 114° (?) LC more stability and valve control and longer off seat time.

My understanding is that the Vanagon Waterboxer flywheel is forged.
Unlike the Bus, which is cast.

if you see them side-by-side it looks that way.

They both have the same 228, dimensions, etc...

Unfortunately, that myth was busted also...both are cast.

Sounds like you're getting a turbo somewhere in the gt37 family :) I've actually been looking at the gt37 turbos but I don't have a twin scroll setup. I did find a duall ball bearing replacement cartridge for my t3/t4 so that is a tempting alternative.

I dunno the GT37 family, but this is the Borg-Warner that arrived today. Its freaking HUGE! but I love it :D

http://i174.photobucket.com/albums/w...erturbo003.jpg

http://i174.photobucket.com/albums/w...erturbo004.jpg

http://i174.photobucket.com/albums/w...erturbo002.jpg

Wow ! That is "big time" right there, where are you planning on installing it ? :eek:

Sandeep

Same-ish location but it will be a challenge for sure. Plus two (2) external waste-gates that need room somewhere too...
It WILL however be installed there, if it likes it or not :lmao:

Some grease and a 6 foot shoehorn should get it in there. LOL

Git´er done Wally!:D That´s big boy allright.You could make a sort of Y- connection for the 2 wastegates and mount them a littel further away.As long as the angle of the pipe is in the direction of exhaust flow it will work just like a shorter connection.It will work trust me,aircraft bleed air systems have such junctions all over and there is never a problem with lack of response.

Wally your new BW just gave me a full chub. That thing is going to be a monster!

Yeah, it has monster potential anyways. Lets just hope it doesn't take 6K rpm to spool :rolleyes:

well thats the double edge sword of big turbo's, it will come down to the flow of your engine.

The twin scroll housing will help spool up that large turbo. It´s like having 2 smaller housings that meet up shortly before the turbine wheel.Exhaust gas energy is a little faster and hotter than with a single scroll.

Coming friday 12th November I will enter a driving instruction on the Nurburgring and as its half November, it might get cold then and its a 3,5 hour drive for us.
So, I have installed heating now in the form of a B1L Eberspächer petrol heater. It works and gives off a LOT of heat!

http://i174.photobucket.com/albums/w...2.jpg~original

Great news on the driving instruction. Is this the first course you've taken ?

Sandeep

You´ll never want to miss that heater..trust me! Especially at your age ;) LOL :D

Yes more or less: I have had instructors beside me a few times before during track days, but this will be the first time on the Nurburgring.
Its not a complete course as such, but its more like that exerienced drivers will drive in front of a small group of 3-6 cars that will change position so that everyone has driven behind the instructor car at one time.
Track is closed for normal Touristenfahrten and also closed (more importantly) for bikes.

Sounds like fun anyways! It will also be a great learning experience aswell and you will be more informed about the dangerous spots of the ring,although each car reacts differently to that aswell,but it will give you a good heads up on it.That would be course I would like to take aswell whenever my car is finished - the ring might be a museum by then:(

With this turbo, You'll need all You can get.

I allways say that money spent in sports-driving school and in brakes-shop are best spent. Nurburgring is tricky, even when you change speed - 10 km/h more, and that's completely another track. More bumps, asphalt change, and different way of driving. It's most challenging track in Europe, maybe even worldwide.

Go on Wally, I'm with You on this turbo. What is Your horsepower expectation?

I hear you!
BTW The new turbo is not in it yet at all; it may even take until may 2011 probably as I am buidling a 1200 Challenge turbo T1 engine, but/because thats an entirely different 'challenge' for me ;)
The Borg-warner flows about 200 hp more then this Garrett, but i don't expect to be able to use that potential on the current engine. It would be interesting to see where its limits are though.

Tomorrow's track-instruction-day is not only just cold, but probably mostly wet as well. To describe the Ring as 'tricky' in the wet would probably be an understatement...
Lets hope we keep things in one piece.

Have fun and let us know how it was.

Give us link so we can see what youre doing! :D

Enjoy Nurburgring :goodjob:

Sounds like a great class to take. "The Ring 101".

Yeah, it was indeed s/th like Ring101 with a local theory night the week before organized by one of the enthousiasts.

I have completed about 5 pace-car laps' at mostly very slow speeds, which was great for concentrating on the ideal lines the front car was running. No bikes or overtaking faster cars to get distracted by either these days.
Learned a lot today and with a perfect stay at www.ringpension.de the night before, it was a perfect closure of the season for me.

Car ran great on the track and the 700 km back and to the Ring

http://i174.photobucket.com/albums/w...acelaps001.jpg

Spotted:
http://i174.photobucket.com/albums/w...03/spottet.jpg

Very slow cruising as you can see and what happens if you don't...
http://www.youtube.com/watch?v=gptzSxWC36E

Hi Wally

How did the bug perform with the other cars? Looks like there were some nice cars there.

Steve