I'm at the limit!!.........

[duncan]

[ScoobieWRX]

Yep..... Tell me about it

[Gerry H]

What a bummer! Was there much crap in the joints when you stripped them?

I thought the retaining clip was just split ring of wire and nothing special.

[ScoobieWRX]

There was no crap in the joints at all. I don't think the joint is worn, i think all this is down to this effing clip. I might take them both apart over the weekend to see what the score is, re-install the clip in a different way, refill with grease and try again. There must be some instructions with pics somewhere on the net on how this clip goes back in otherwise i will have no choice but to get new driveshafts.

I tell you what though this CV joint grease is bloody horrible stuff. I put it in joint number 1 place with gearbox and diff oil as the most awful substances to deal with on a car. It really stinks and once you get it on your clothes thats it, throw them away!!

[ScoobieWRX]

Well.....

This is my latest and probably very last bit of tuning for this car for 2008 under it's current std turbo/injectors/intercooler setup. I'm going to modify my injectors in the new year and get a bigger and better turbo in the spring but i'll keep the intercooler std for now. Once that's done then i will definately have to see about properly sorting out the handling and bigger/better brakes!!

I've squeezed just about as much as i am going to get out of this little VF35 haridryer without turning it into a flamethrower, keeping it reliable and everyday driveable. The turbo is delivering good consistent boost and the injectors are almost maxxed out so as far as i'm concerned that's the limit.

WHP/Torque = 300/307 (At the wheels)
BHP/Torque = 369/377 (Est at 18.5% drivetrain loss)

BHP/Torque = 369/377 (Est at 18.5% drivetrain loss)

It's taken a lot of fettling and tweaking and mapping but it does show just how good the standard turbo/injectors are and how far they can be pushed with the right supporting mods (exhaust/headers/air filter/Snorkus mod/fuel pump and fuel pressure regulator) whilst still delivering a nice drive and reasonable economy (c.25mpg on a run).

Now i really do hope the gearbox doesn't go bang [-o<

Roll On 2009!!

[duncan]

8) Nice Francis - what did you have for the vehicle weight in that ?

[ScoobieWRX]

1410 Kg's (car's kerb weight) + 150Kg for the fat controller and full tank of fuel. Curve smoothing set to 4 and it was a 3rd gear WOT run.

I don't know how over optimistic the whp figure is but it can't be too far off that. Engine load was 5.93 and the MAF was reading 286 g/s. I've got the injectors running at 3.6bar and the turbo's peak boost is 20.26psi (1.39bar). It's running smoothly too. It feels really quick just from a seat of the pants point of view.

I was having issues with boost and higher WGD a little while back and i saw yesterday when i did an oil change that the uppipe was leaking from the header end joint. It was very sooty around the bottom of the bottom bolt so i tightened it up and it seems to have cured the problem as i've had to lower WGDC.

I've been smelling some unburnt fuel in the car over the last few weeks and knew i had a prob with the downpipe. I've only just now had the time to do the service and cure the problem but it seems to have done the job. I just need to get a new turbo inlet hose to get rid of the std version and another bit of hose to join that to the air box and that should help things a bit more.

Something tells me though i'm not going to max out the MAF with a VF35 or could i??

[duncan]

5.93 should roughly equate to just under 300 lb/ft and 286 g/s ~ 286 whp so it doesnt look too far off at all. Get it on a proper dyno for proper figures though

What boost is it holding at the top end?

i think you could hit the 300 g/sec with some fine tuning of the avcs but it will be close.

[ScoobieWRX]

from a peak boost of 20.26psi between 4800-5100rpm it drops to and holds low 18's / mid 17's and by 6300rpm it's tailed off to 16.25psi and thereafter by 7800rpm it's down to mid 15's.

I've pm'd you my AVCS table.

[ScoobieWRX]

I've now located and read completely what's involved for the MAF workaround (complete rescale of every Load scale per table used, AF learning, MAF scale, inj scale /*2) and that would raise the limit to 352 g/s with the std diameter MAF housing or theoretically up to 600 g/s using a larger MAF housing.

It's all very dooable and straight forward although logging would be confusing for a while until you remembered to multiply the affected column results *2.

I think ultimately the best way forward on this is to either have the MAF g/s and Engine Load limits on the ROM hacked/patched so it ends up working as if it came direct from the factory as std using all the OEM table scalings so you just keep rescaling the MAF table as you reach each g/s limit you set, or you get an aftermarket ECU and run MAFLESS instead which is probably better in the long run as you get complete control of everything with no OEM limitations.

Now i have new Airbox and turbo inlet silicon hoses to install i don't see any huge issues reaching or at least gently stroking the 300g/s limit with some more tweaking. I suppose i will just have to stay at that limit for a while till i get something else sorted in the new year!! For now i've decided to whip my Turbo off over the break and do some porting both hot and cold side. Might be able to squeeze a bit more air out of it.

Anybody have any thoughts on porting the exhaust outlets? Can it be done with the engine in situ and just taking the headers off or is it really a heads off job??

Tuning cars is just like doing drugs, although i don't do drugs.......any more. :smoke: The more you do....the more you have....and the more you want!!

It's never ending :roll: