STi 450 2.5
[quote="dynamix"]It was very tempting to do that ... but i spoke to a lot of people about whether the existing brembo set up could be made to work and it was felt that they could, with some decent discs and pads. (plus it leaves me some money to actually do the track days ]
After having fitted the Performance Friction Disc to mine. It was great to see these very same discs on a certain Mr Norris's Time Attack EVO .... I guess they will work perfect for me them
After having fitted the Performance Friction Disc to mine. It was great to see these very same discs on a certain Mr Norris's Time Attack EVO .... I guess they will work perfect for me them
Re: Further Update
102%dynamix wrote:
I dont think it will make a huge difference this time in driveability but it will give it some headroom on the duty cycles of the injectors. It was running at 102% at snetterton before christmasIt should bring that down to a safer 90 odd.
:twisted: / 90% definately sounds a bit safer!Those brakes do look real good matey and im sure they will perform as good as they look
Cannit
EG6 SIR2
Just read thisThis will not be the most welcoming news, but we thought we would inform people that Performance Friction Europe have increased their prices across their whole product line up by a whopping 20% .
Think You brought them just in time bud!!
" Uh Betty you should of seen this car in Ely today!! it had stickers and stripes
all over it, and when it started up, the noise!!!, I could feel my teeth rattling!!!"
Judging by the performance of Dunks brakes last night, they work very well indeed. The retardation from high-ish speeds with no grumbles was an eye opener and this is from someone who has the same calipers and a similar weight car.
http://www.auto-genie.co.uk
07733 527430
stuart@auto-genie.co.uk
Valeting, detailing and undersealing
07733 527430
stuart@auto-genie.co.uk
Valeting, detailing and undersealing
Update
Wallbro 255 Pump - fitted
A piece of cake and takes about 30 minutes.
Fuellab Fuel Pressure Regulator - fitted
Not quite so easy. Even with the minute size of the FPR, there is a complete lack of places to mount under the bonnet to allow a decent pipe run and to be able to see the gauge on it. After a large amount of time deciding where it could go and trial fitting in one place (only to find that it fouls the airbox
) we finally went for fitting it on the strut tower beside the master cylinder. It has had to be mounted low to keep the pipes clear of other stuff and pay careful attention to the routing of the pipes to avoid close proximity to the hot stuff there. With the standard airbox in place still, it could be seen and set up.
Cusco Oil Catch Can
Fitted as a precatuionary measure to help stop oil consumption into the inlet manifold and subsequently into the air/fuel mixture. This causes det so any measures to avoid can help.
This is mounted to the right of the intercooler on the bulkhead and vents via a breather down near the chassis rail. The breather has a lovely little K&N filter on the end in shiney stainless steel but alas will never be seen
Breather pipes have been t'eed and brought into the input of the catch tank and the return pipes where these would normally go into the turbo and the manifold have been blanked. These would have been circulating hot air back into the hot turbo to get even hotter. Now the mixture will be keeping as cold as possible.
Mapping
This wasnt able to be completed yesterday for a variety of reasons but will adapt the fuelling to make use of the extra fuel pressure (now 3.8 bar static) to give the headroom required.
The ECU has standard fuel correction tables for closed loop and has set this itself, but open loop has only been able to adjust itself to a small degree and is therefore running a little rich at present.
When the mapping is completed, we will also be able to wind back some boost that was taken out before in parts of the map because we had hit the top of the injector duty cycles.
Further modifications required
1) Throttle Coolant - There is a coolant feed into the throttle body that circulates hot water through the throttle to keep it un-frozen through winter months. This is fine in winter, but in warmer months the air fuel misture is going through a heated area to get into the engine and therefore making the air charge less dense and hot. Removing this will get rid of the extra heating and should give more torque.
Plan A: We are either going to bypass the throttle body altogether when the weather gets warmer. or,
Plan B: Work out a small switching system or valve to open / close the throttle coolant feed from within the engine bay or cabin.
It wont make a huge difference to the engine power but every little helps and it is a very easy modification.
2) Suspension - It is unlikely that the KW CLubsport coilovers will be on the car for the first round of Time Attack (KW have yet to release it for the impreza ... should be in march/april sometime but no firm date yet) and rather than going down an alternative coilover route, we will be fitting whiteline adjustable anti roll bars front and rear to stiffen up the car for track cornering. This is not ideal as the ride height is still too high for serious track work/competition but it will make use of the grip of the tyres better.
We will also setting the suspension geometry for track use dialling in as much castor as it will take to give a greater turn in bite to fast corners, and more negative camber.
3) Aero mods - some little goodies coming on this having spent some time looking at the little tweaks that other cars were doing at the Autosport show.... watch this space
4) Having thoroughly bedded the brakes in - there is no further work to be done there aside from cooling ducts to the front calipers... I am looking at getting custom carbon ducts made up ( :thumb: Logan)
5) Interior - Fire Extinguisher system
A piece of cake and takes about 30 minutes.
Fuellab Fuel Pressure Regulator - fitted
Not quite so easy. Even with the minute size of the FPR, there is a complete lack of places to mount under the bonnet to allow a decent pipe run and to be able to see the gauge on it. After a large amount of time deciding where it could go and trial fitting in one place (only to find that it fouls the airbox
) we finally went for fitting it on the strut tower beside the master cylinder. It has had to be mounted low to keep the pipes clear of other stuff and pay careful attention to the routing of the pipes to avoid close proximity to the hot stuff there. With the standard airbox in place still, it could be seen and set up.Cusco Oil Catch Can
Fitted as a precatuionary measure to help stop oil consumption into the inlet manifold and subsequently into the air/fuel mixture. This causes det so any measures to avoid can help.
This is mounted to the right of the intercooler on the bulkhead and vents via a breather down near the chassis rail. The breather has a lovely little K&N filter on the end in shiney stainless steel but alas will never be seen
Breather pipes have been t'eed and brought into the input of the catch tank and the return pipes where these would normally go into the turbo and the manifold have been blanked. These would have been circulating hot air back into the hot turbo to get even hotter. Now the mixture will be keeping as cold as possible.
Mapping
This wasnt able to be completed yesterday for a variety of reasons but will adapt the fuelling to make use of the extra fuel pressure (now 3.8 bar static) to give the headroom required.
The ECU has standard fuel correction tables for closed loop and has set this itself, but open loop has only been able to adjust itself to a small degree and is therefore running a little rich at present.
When the mapping is completed, we will also be able to wind back some boost that was taken out before in parts of the map because we had hit the top of the injector duty cycles.
Further modifications required
1) Throttle Coolant - There is a coolant feed into the throttle body that circulates hot water through the throttle to keep it un-frozen through winter months. This is fine in winter, but in warmer months the air fuel misture is going through a heated area to get into the engine and therefore making the air charge less dense and hot. Removing this will get rid of the extra heating and should give more torque.
Plan A: We are either going to bypass the throttle body altogether when the weather gets warmer. or,
Plan B: Work out a small switching system or valve to open / close the throttle coolant feed from within the engine bay or cabin.
It wont make a huge difference to the engine power but every little helps and it is a very easy modification.
2) Suspension - It is unlikely that the KW CLubsport coilovers will be on the car for the first round of Time Attack (KW have yet to release it for the impreza ... should be in march/april sometime but no firm date yet) and rather than going down an alternative coilover route, we will be fitting whiteline adjustable anti roll bars front and rear to stiffen up the car for track cornering. This is not ideal as the ride height is still too high for serious track work/competition but it will make use of the grip of the tyres better.
We will also setting the suspension geometry for track use dialling in as much castor as it will take to give a greater turn in bite to fast corners, and more negative camber.
3) Aero mods - some little goodies coming on this having spent some time looking at the little tweaks that other cars were doing at the Autosport show.... watch this space
4) Having thoroughly bedded the brakes in - there is no further work to be done there aside from cooling ducts to the front calipers... I am looking at getting custom carbon ducts made up ( :thumb: Logan)
5) Interior - Fire Extinguisher system
