Biggy VIII

Evo8 2.3L (Manley+Wiseco 1400HD) CR 9.0:1
Kelford TX-272 Camshafts
Aeromotive 340L Stealth Fuel Pump
FIC1100 Injectors
AMS IC
AMS UICP
Stock LICP :P
APS Intake + K&N filter + FP 84mm Intake
3" exhaust
MAP Long Runner Exhaust Manifold
Invidia 02
FP Green 73 HTA, JB, 18psi actuator, non ported

3rd gear pull

25psi tapering to 22psi on 98RON





=================== update =====================



Its been a while since I had a good oportunity and swapped my journal bearing FPGreen 73hta to a ball bearing version. I did some light porting on exhaust housing. Nothing else was changed, just some logging and tuning to correct the boost curve slightly and made a 4th gear run.



Peak boost is 263kpa(absolute) according to my JDMmap, that is 23.6 psi of boost at 5500. Still on stock LICP... Waiting for my ETS V2 LICP to be shipped soon.

Transient response is considerably better, the car feels lighter and less laggy. And may be I should give some more than half-an-eyelet of preload to my 18psi actuator.

Inspected and activated my HFS-3 WI system, looking forward to make an alternative map for 100% water injection.





=================== update =====================



So my new LICP from ETS has been shipped and installed. I've also checked my spark plugs and set the gap to 0.20" to avoid any possible misfires under high boost, and added just a bit of preload to my actuator so that it holds 19-20psi. During the installation of LICP I have found out that my stock LICP is clean, but my IC is dirty and has some oil from my old turbo, that should not affect performance, I haven't noticed any abnormal temperature rise at high rpm.

The car changed its AFR curve a bit, so I had to bring it back where it was before, or maybe 0.1-0.2 richer.
Ignition timing remained the same, exept several spool up cells, which I didn't hit before, were knocking 2-4 sporadically.
I had to re-tune my boost curve, as it was overboosting with my previous wgdc numbers. Boost level is actually a bit lower in the most of the rpm range.

Its a pity I couldn't make 4th gear run, as didn't have enough free road space for braking. It was wet and a bit rainy, so I made only 3rd gear runs.

I've also weighed my friends GSR and it made 1530kg, I am going to use 1500kg as a weight of my car in following VD runs. But to make everything equal for current comparison I left it 1483kg for now, as it was in the 1st graph.

Now here is the VD graph:

Red is the 1st graph in that topic - 3rd gear run on my old JB FPGreen..
Blue is the 2nd graph in this topic - 4th gear run on my new DBB FPGreen..
Green is the latest graph - 3rd gear run with my new LICP installed.






Results.
It made +25hp peak power at high RPM, +26ftlb of peak torque, which starts earlier and falls down later, widening the overall torque plateau. Latest run showed that it spools 100-150rpm faster 3rd gear now, than in 4th gear before, and 300-500 rpm faster than my old JB version. I dont really want to check how fast will it spool in higher gears and how much torque will it make in lower rpm. That changes in spool are making me happy more then peak hp gains.

I dont know the reason of torque falling down so quickly after 6200rpm, but the deepest part of the dip is at the lowest boost level of 20 psi at 6800. I believe if I bring the boost level where it was on previous setup with stock LICP - it may make some more torque up top and flatten that dip, or may be even gain some more peak power.
Or may be its too much overlap at high RPM and it should be dialed out to make mor peak power in higher rpm.
Or may be my stock TB and IM are holding the power down.

Overall It makes more torque with lower boost everywhere. I am pretty much satisfied for now, but still curious if it is able to make any more power up top at higher boost.))

batty200

iTrader: (3)

Looks like a fun ride! I want a green for my car but I have a 6262 kit I will have to make due with. :-) Is this a DBB chra?

Biggy VIII

No, its a journal bearing FP 73 HTA, not ported.

Biggy VIII

Any more input?

I'd like to hear several opinions on that kind of results. )

batty200

iTrader: (3)

Just badass!

el.guerrero

Seems to spool a bittle lazy to be a 2.3 and a fp green.

I think this turbo is a little small..

At high rpm boost start fall.

Biggy VIII

Is it really lazy for 3rd gear run, Journal Bearing FP Green with stock lower IC pipe?


18psi actuator and only 78% WGDC at 6000+ RPM.. I believe it can boost some more, but not sure if it will make any more power.

el.guerrero

Really lazy i don't know... but is not spooling so fast.

This is a bolt on turbo and with a 2.3 it must spool faster...

If u decide to go for 28 psi i think u reach it more or less at 4300 or similar..

If i'm you i will go for a red

Helping you without a log is not easy.

Post the log of this dyno.. thanks

STWHY?

iTrader: (2)

I love my green...... great turbo pick...

evo8426

iTrader: (27)

3600lbs is a bit too heavy, unless you have a full tank of gas and a passenger. Just by having the weight off by a little bit such as having a 1/4 tank of gas vs. a full tank will swing the power numbers a lot.

Biggy VIII

full tank +/-, driver + passenger

bitterchild

iTrader: (20)

get rid of that lower pipe. the torque curve is lazy and weak overall for that pressure so there's probably more timing left in it on 98 RON

Biggy VIII

no timing left. thats for sure.

but stock LICP is a real restrictor.

Biggy VIII

--- 1st post updated ---

batty200

iTrader: (3)

What compression ratio? I think when you add the better lower IC pipe you will notice a dramatic difference. How does a 3rd gear pull compare to the JB turbo. Theoretically they should be the same or minimal difference.