Twin turbo impreza type r
Discussion
Busy week for the car and me, tfs, teg sport, ian (bod).
Realised there was a test and tune day at santapod coming up on 21st sept that worked with my mapping schedule perfectly so rather than the relaxed fix the box when I get around to it, it became a rush and last minute dot com.
Thanks to teg sport for building the box nice and quick.
I didnt want to risk it being delayed by a courier so dropped it up there and then on wednesday headed off to collect it (2x650mile round trips). Had a busy mapping day at tfs on the thursday so whilst I mapped the cars stew and ian fitted the box. Clutch was being a pain in the ass and box came out and back in several times late into the night to get it sorted and I cancelled the dyno time booked for my car at surrey rolling road to tweak for the new exhaust and I headed north with a working car strapped on the trailer at 10ish and started the task of searching for a hotel that had a room spare and space for car and trailer and that I could be happy leaving it.
Friday morning came way to quick and rolled up at pod at 8am.
First run on r888s straight off the trailer and all good but car felt slow, it didnt scare me.
Think is was a 10.7, which wasnt bad on the r888s but car was noticably less powerful.
Checked logs and rich and so made some adjustments but my mind wasnt happy as it shouldnt be rich.
Another run on r888s and it was better but still down on power.
Then notice in the logs the battery voltage is 11.7volts - doh.
Tried few checks and wiring all good, thanks to stew and ian for help. Conclusion was alternator dead, which was always a question mark over whether it would be okay and it had been fine until now. Logs from elvington show 13.9v.
To an extent I was pleased to find that and pleased I was correct it was less powerful.
As everything else on the car was 100% and I was there and had paid for the day thought whatsit to it and put drag wheels and tyres on and used jump pack to start it as battery got lower still and ran with electric powersteering off and enjoyed running it anyway, more quarter miles under my belt, all good fun.
Quickest was 10.14 if I recall correct.
So no 9s for 2012, that can wait until 2013.
would have been quicker had I not tried to hold 4th across the line and t
tted the limiter
Jolly Green Monster testing at santapod
car trying to save weight during the run by shedding the fog light cover
Jolly Green Monster testing at Santapod
I think this was the 10.14.. blast limiter again lol
Jolly green monster run at pod
last run of the day I think (you can see the weather coming in) I was sat watching the water temp climb going "come on ffs"..
whose got the biggers crack (on gearchange lol)
Jolly Green Monster testing at Santapod
Simon
Realised there was a test and tune day at santapod coming up on 21st sept that worked with my mapping schedule perfectly so rather than the relaxed fix the box when I get around to it, it became a rush and last minute dot com.
Thanks to teg sport for building the box nice and quick.
I didnt want to risk it being delayed by a courier so dropped it up there and then on wednesday headed off to collect it (2x650mile round trips). Had a busy mapping day at tfs on the thursday so whilst I mapped the cars stew and ian fitted the box. Clutch was being a pain in the ass and box came out and back in several times late into the night to get it sorted and I cancelled the dyno time booked for my car at surrey rolling road to tweak for the new exhaust and I headed north with a working car strapped on the trailer at 10ish and started the task of searching for a hotel that had a room spare and space for car and trailer and that I could be happy leaving it.
Friday morning came way to quick and rolled up at pod at 8am.
First run on r888s straight off the trailer and all good but car felt slow, it didnt scare me.
Think is was a 10.7, which wasnt bad on the r888s but car was noticably less powerful.
Checked logs and rich and so made some adjustments but my mind wasnt happy as it shouldnt be rich.
Another run on r888s and it was better but still down on power.
Then notice in the logs the battery voltage is 11.7volts - doh.
Tried few checks and wiring all good, thanks to stew and ian for help. Conclusion was alternator dead, which was always a question mark over whether it would be okay and it had been fine until now. Logs from elvington show 13.9v.
To an extent I was pleased to find that and pleased I was correct it was less powerful.
As everything else on the car was 100% and I was there and had paid for the day thought whatsit to it and put drag wheels and tyres on and used jump pack to start it as battery got lower still and ran with electric powersteering off and enjoyed running it anyway, more quarter miles under my belt, all good fun.
Quickest was 10.14 if I recall correct.
So no 9s for 2012, that can wait until 2013.
would have been quicker had I not tried to hold 4th across the line and t
tted the limiterJolly Green Monster testing at santapod
car trying to save weight during the run by shedding the fog light cover
Jolly Green Monster testing at Santapod
I think this was the 10.14.. blast limiter again lol
Jolly green monster run at pod
last run of the day I think (you can see the weather coming in) I was sat watching the water temp climb going "come on ffs"..
whose got the biggers crack (on gearchange lol)
Jolly Green Monster testing at Santapod
Simon
Waterways are ported and no thermostat and an evo6 rad, modified to add bleed pipe to headed tank which is 2litres.
Not had any issues with temps since, I am intending replacing ecu from a syvecs s6 to an s8 so I can add more sensors to monitor but sometimes you can monitor and worry about to much.
Not fully done the car justice yet. Run a 9.82 but plenty more to come.
http://youtu.be/6lWve6poozo
Simon
Not had any issues with temps since, I am intending replacing ecu from a syvecs s6 to an s8 so I can add more sensors to monitor but sometimes you can monitor and worry about to much.
Not fully done the car justice yet. Run a 9.82 but plenty more to come.
http://youtu.be/6lWve6poozo
Simon
Hello Simon,
Wow, 9.8sec EG33, awesome!
If you are drag racing only, then you wouldn't have issues with overheating. But the real misery comes with endurance races, the water passages of the EG33 have too many restrictions and design flaws that cannot be simply resolved unless heavy R&D is involved.
I advise you tap both engine heads with sensors and keep an eye on that left bank. I just did my engine few days ago, you can watch 6-7 videos on youtube. Just search for EG33 Resurfacing (you will see 5 currently) and still uploading 3 more.
Wow, 9.8sec EG33, awesome!
If you are drag racing only, then you wouldn't have issues with overheating. But the real misery comes with endurance races, the water passages of the EG33 have too many restrictions and design flaws that cannot be simply resolved unless heavy R&D is involved.
I advise you tap both engine heads with sensors and keep an eye on that left bank. I just did my engine few days ago, you can watch 6-7 videos on youtube. Just search for EG33 Resurfacing (you will see 5 currently) and still uploading 3 more.
JollyGrnMonster said:
Will take a look 
Can do 3runs back to back with a short queue without issue but tried more yet.
Driven on the road with no issue but obviously cant open it up.
Oil temps with cooler and drysump helps
You can still do more. The inlet and outlets from block to rad needs to be enlarged to 50mm and the pipe on top of the engine be converted to a Y shape instead of linear as it is right now, of course this also involves some porting of the water passages. The rad inlet and outlet need to be enlarged to 50mm too. Can do 3runs back to back with a short queue without issue but tried more yet.
Driven on the road with no issue but obviously cant open it up.
Oil temps with cooler and drysump helps
If you need to install a thermostat, the best testing so far suggests an external thermostat housing on the outlet of the engine.
will monitor
also looking to start building a stroker 3.6litre but not rushing into that so may look in more detail, was hoping to get the odd track day in this coming year and sprint.. have another cheap 205 track car that I can use instead so if it won't take about a 15minute session on track then it is likely to remain drag orientated this year. I had a headgasket issue on the previous engine but this current engine touch wood has never got warm.. the other one used to get hot after a run on the return road, but clearly was the gasket issue rather than a cooling system issue.
Simon
also looking to start building a stroker 3.6litre but not rushing into that so may look in more detail, was hoping to get the odd track day in this coming year and sprint.. have another cheap 205 track car that I can use instead so if it won't take about a 15minute session on track then it is likely to remain drag orientated this year. I had a headgasket issue on the previous engine but this current engine touch wood has never got warm.. the other one used to get hot after a run on the return road, but clearly was the gasket issue rather than a cooling system issue.
Simon
Simon, the headgasket on the left side of the engine would blow because of cooling restrictions. A fellow SVX'er in Australia was doing some R&D on the cooling system of the EG33 using a bench setup and clear pipings while revving the engine as high as 10,000rpms. A lot of cavitation appeared and he had to do tweaks as he goes. The R&D is still not over, but he hit a homerun on it till 8200rpms.
Giugiaro said:
Simon, the headgasket on the left side of the engine would blow because of cooling restrictions. A fellow SVX'er in Australia was doing some R&D on the cooling system of the EG33 using a bench setup and clear pipings while revving the engine as high as 10,000rpms. A lot of cavitation appeared and he had to do tweaks as he goes. The R&D is still not over, but he hit a homerun on it till 8200rpms.
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