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Have to say though, given the grief you have been through let alone the cost, i would have wanted more of a difference..
Still you have to test these things...
Darren.
Yes, it's been a lot of money, time and effort for -20bhp
However, it's far from disaterous. The Bhp is what I was expecting, the spoolup has not changed as much as I thought. On the road the difference is a more pronounced than the graph though. I think it's more driveable and exploitable.
It surprises me that the spoolup is not quite a lot better as the exhaust and turbine wheels are quite a lot smaller and lighter. If you look at it another way it's quite impressive that it nearly matches a biggeer Turbo for output.
I could fit a 0.82 hotside for more top end, but that would defeat the object.
Perhaps on what is now an older design of engine there is not that much I could do to improve the bottom end of the graph.
I have been spoilt by my focus RS which starts at 2k and doesnt let off til 7000rpm. Thats a 2.5L with higher comp ratio and turbo specific to the car.
Suggestions are welcome anyway, but I have to say although I was a little dissapointed I am very happy with the car, I think I have gained some driveability.
Can you please comment again on your cam setup, exhaust manifold and inlet tract?
AAN Cams
Wagner RS2 Evo T3 Exhaust Mani
034 3" Downpipe and custom 3" Exhaust (no cats)
Wagner Inlet Manifold
Twin Sidemount Intercoolers-Bar and Plate Type.
RS2 MAF (in usual location)
APR R1 Diverter Valve
Standard AAN Throttle Body
Try measuring the pressure drop through your intake system.
Measure pressure simultaneously at the turbo outlet (WGFV bung for example) and in the inlet manifold.
It could be possible that the slow spoolup you see is due to those twin intercoolers not flowing very well.
Try measuring the pressure drop through your intake system.
Measure pressure simultaneously at the turbo outlet (WGFV bung for example) and in the inlet manifold.
It could be possible that the slow spoolup you see is due to those twin intercoolers not flowing very well.
This sounds very sensible. can anyone elaborate a bit more on how best to do this.
My boost guage takes pressure from the iinlet manifold I think, so could I not use that to get a manifold pressure reading.
And then what, pressurise the system onto the turbo outlet like I do when leak testing? or should I be connecting in place of the air filter for this one?
I was also going to use a infra red thermometer to try and work out intercooler efficiency or at least the difference in charge and inlet temps (or do I have to tap in a temp ender!)
Don't think I can shorten the pipework much really.
This sounds very sensible. can anyone elaborate a bit more on how best to do this.
My boost guage takes pressure from the iinlet manifold I think, so could I not use that to get a manifold pressure reading.
And then what, pressurise the system onto the turbo outlet like I do when leak testing? or should I be connecting in place of the air filter for this one?
Okay, you have one boost gauge already connected to the inlet manifold.
Get a second boost gauge. Connect this second boost gauge with a T-Piece to the hose that is going from the turbo into the WGFV.
Floor the car with both gauges connected.
Not the difference in pressure during full boost and also during ramp up.
This difference is the pressure drop across your intake.
Of course you can get a better and more scientific result by connecting two MAP sensors and then logging them. But that's a bit more complex, even if you have a data logger.
You need to test when in practice, i.e. not a static pressure test.
You need (Ideally) two boost gauges, one connected as close to the turbo as possible (housing if you can) and the other on the inlet manifold. Take in for a drive and monitor the drop from housing to inlet manifold.
I did mine and the drop was very slight. I think the twin inter coolers win on air speed but do have the potential to drop pressure. It needs to be as unrestricted as possible, no tight bends etc..
Hope it helps..
PS but, as said, do check your waste gate as creep would have a significant impact on spool.
Please also post a pictures of the filter location/connection to the turbo. If it is like this maybe it is also restricting flow to the turbo in addition to the twin IC setup.
I doubt that will cause that much restriction, the pressure drop in the intake is usually rather small. It'd have to be really messed up to cause a high pressure drop.
You can measure intake pressure drop by connecting the boost gauge to the intake though and seeing how much vacuum there is on boost.
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