186 replies to this topic

[Nev]

I suspect that the 1" or 1.25" exit on it is not enough. I have wodered if it would be good to have 2 recircs installed...

[cs_]

My Forge RS has the 1" hose connectors and I feel a big effort over any other 1" valve I used before, feeling no lag anymore. Anyway I have also ordered the 1-5/16" connectors for possible future enhancements where I might find them useful. The valve itself can cope a lot more airflow imho than in my current application.

Edited by cs_, 07 August 2012 - 06:28 PM.

[smiley]

10.5 secs with 467 PS means mine might even be a 10 second car - I hadn't thought that possible with just 550 BHP/ton.

Dutch speedster optimised for drag did a 10 sec with 477 bhp.

[cs_]

We all had no special optimizations for the quartermile at Bitburg, normal F23 gearbox, street legal tyres. Except the 3 fastest cars all had a Racelogic Traction Control fitted. This little gizmo has two big advantages: 1) full throttle shift, you may stay on the gas while shifting, there's an adjustable limiter that's much better than the one in the engine ECU, and 2) launch control. The launch control is just great for the turbo engines if you have to get away from zero very fast! For the first runs I had the problem of low boost for the first 20...30m. This cost me some 1/10s of seconds every time I tried. After increasing the initial rev limit of the launch control from 4.500 to 4.800 rpm this problem was gone and I had full boost right from the first meter of acceleration. An instant gain of 2/10s, just from altering this one parameter in the launch control setup. I think without a proper traction control device you are not able to consistently drive low times on the quartermile with the VX. And listening to the engine sound in the video I think this VX must have some kind of launch control, too.

[Nev]

Jeeze, that VX was going fast from 0 MPH.

[VXT Tim]

And seemingly built to take some abuse!

[smiley]

Here's it's dutch brother in a 0-x run. Also aiming for 500+ this year.
(the one with the GT3 bodykit on the speedster turbo)

[cs_]

Saw the Speedster with the GT3 bodykit some years ago and really loved it. Great car. Would love to do same to my car.

[cs_]

Some news from me and my car: Drove some first turns on a local race track with the 380PS-engine. And encountered an oil-cooling-issue! Reached ~150°C which is a heck of a lot too much. So I had to get back under the car, replacing the oil cooler with a bigger one and straighten out a design failure I made: the very big air filter K&N RC-3690 has been mounted directly before the upper half of the "small" oil-cooler (13-row). What I did not recognize was that the only outlet for the warm air was directly behind the area that has now been almost blocked by the filter! So I cut off some 10cm of the inlet tube to retract the air filter out of the way of the air flowing to the cooler. But before doing that I tried another filter I used for two years on the 300PS-setup flawlessly: the A'PEXi Power Intake. Doing a testdrive boost at high rpm dropped down from 1.8 to 1.4bar, only because of the other air filter which is still rather big. I estimate the power drop from 380 down to 300PS, felt like the old engine. So back to the garage and doing mechanical works to get the really big K&N back into the car without interfering with the oil cooler. Another testdrive then showed no problems anymore, boost pressure back to 1.8bar.
The left filter works with 380PS, the right one doesn't.
A view inside my homebrewed air suction inlet funnel. It is adjusted to fit exactly the inner diameter of the 80mm Bosch HFM, not posing any resistance from steps leading to turmoils restricting the effective diameter. Straight and even airflow through the HFM.
The filter and HFM seen from the engine bay.
And while I'm still working at the engine, I took the opportunity to replace the upper heat shield of the turbo by a part I made myself. Took three hours to make this but the outcome is better than the stock part. Ah, and the oil temperature dropped by some 20°C when driving at medium speeds. Almost back on the values of the old 300PS-setup. Will see what it brings on-track later. I think mission is accomplished.

[cs_]

[Nev]

Are you saying you lost 0.4 Bar of boost becuase you installed a smaller air filter? That seems a lot.

[cs_]

Correct.

[Nev]

sh*t, that is amazing ! Makes me wonder just how much extra power I will release when I install my new airbox (instead of my temporary mushroom filter) and upgrade the inlet pipework from 3" to 4"... something I sthould do sooner rather than later (based on your info).

[siztenboots]

Some news from me and my car:

Drove some first turns on a local race track with the 380PS-engine. And encountered an oil-cooling-issue! Reached ~150°C which is a heck of a lot too much. So I had to get back under the car, replacing the oil cooler with a bigger one and straighten out a design failure I made: the very big air filter K&N RC-3690 has been mounted directly before the upper half of the "small" oil-cooler (13-row). What I did not recognize was that the only outlet for the warm air was directly behind the area that has now been almost blocked by the filter! So I cut off some 10cm of the inlet tube to retract the air filter out of the way of the air flowing to the cooler. But before doing that I tried another filter I used for two years on the 300PS-setup flawlessly: the A'PEXi Power Intake. Doing a testdrive boost at high rpm dropped down from 1.8 to 1.4bar, only because of the other air filter which is still rather big. I estimate the power drop from 380 down to 300PS, felt like the old engine.
So back to the garage and doing mechanical works to get the really big K&N back into the car without interfering with the oil cooler. Another testdrive then showed no problems anymore, boost pressure back to 1.8bar.



The left filter works with 380PS, the right one doesn't.


A view inside my homebrewed air suction inlet funnel. It is adjusted to fit exactly the inner diameter of the 80mm Bosch HFM, not posing any resistance from steps leading to turmoils restricting the effective diameter. Straight and even airflow through the HFM.


The filter and HFM seen from the engine bay.


And while I'm still working at the engine, I took the opportunity to replace the upper heat shield of the turbo by a part I made myself. Took three hours to make this but the outcome is better than the stock part.


Ah, and the oil temperature dropped by some 20°C when driving at medium speeds. Almost back on the values of the old 300PS-setup. Will see what it brings on-track later. I think mission is accomplished.

Best price I found for the same filter in the UK was at Opie-oils, £52.81 including delivery , so I've ordered one to try.

[cs_]

This winters project:

 

[GeorgeBC]

Oil coolers x3? Wont the front one block the air flow to the other rads?

[cs_]

No oil coolers. Additional pre rads. Despite having the Pro Alloy Charge Cooler System which did a good job with 290BHP, now having some 375BHP the IAT after several motorway accelerations from 100kph up to 250kph+ rose up to 60 degs C. Even with a bigger pump no real gain. Furthermore the IAT needed some 4 minutes(!) of constant low power driving at 120kph to get back down to a normal level.

 

That was far from optimal!

 

Now I go for 4 pre rads, the 7-core-CC from PA, the big BOSCH PCA12V (0392 022 002) and two big air inlets beneath the headlights. I am pretty positive that the IAT will pose no problem anymore. How the water temperature will react to this mod I will see when the first test drives are done. The whole car is in a constant process of optimization. Maybe the middle pre rad will be removed if water temp will come to be an issue. Sometimes you do three steps ahead. Some other time you have to go one step back and take another branch ahead. Normal R&D.

Edited by cs_, 17 February 2014 - 08:50 PM.

[smiley]

The 60 is not that bad.

The Z22SE ecu starts dialing down ignition as from 57.

Not sure about the tubby though.

 

Your first tests would be interesting though

Anything that can keep it stable under 50 under stress without water injection is a nice step forward.

[Peter VXR29]

Interesting you should encounter problems with IAT,s now you have 375bhp....I,ve been trying to tell Courtenays that the pro alloy set up was struggling to cope in my car (similar 380bhp) but they carn,t/won,t  believe me. Now I know I,m not the only one I can move on to stage 2 of upgrading the pro alloy set up with Chris at Hoffmans. Have got a track day this saturday to double check assuming its dry.

[siztenboots]

Pete , what sort of temps did you notice on the scanguage?