rs007 wrote:
If you can find em, hell I'll kick em myself, the steroids seen them off many years ago
Thanks for that post mate, mean that genuine btw, not sarcy!
RE intake temps, I've recently done a couple of simple things
(remember my car is more or less stock)
- refitting the turbo heat shield that some previous nobber took off, and heat wrapping the IC-TB pipe
- simple n cheap.
The plenum chamber and IC-TB pipe used to actually burn to the touch
(mine crosses over the exhaust manifold currently
)
- now it is barely warm to touch, ditto plenum.
I haven't took before or after temps, but can feel the difference night and day.
Am I correct in my assumption that it isn't necessarily the boost that kills the engine as some would have you believe, but primarily the intake charge temp?
Well, in that a lower one can stop detonation?
I want solid reliable power, 400bhp prob overkill, but whatever I have I want it all the way to the redline, mine drops off severely after 5.5k, boost just dives back to stock.
Still to check and see if there is a leak somewhere, I have an idle issue to sort so I think there is def an inlet leak hiding.
.
.
But that post has inspired me a bit, after reading so much doom and gloom on these engines!
It's not boost, but airflow you should consider.
Up to a point where cylinder pressures simply get too high and you start cracking blocks, lifting heads etc nothing should really fail as long as it's mapped correctly.
Obviously things can go pear-shaped, so a slight element of luck is involved unless you're going to extreme lengths with material testing, blue-printing etc.
Cracked ringlands, melted pistons etc are not indicative of the power levels that can be attained, simply how poorly the car was set up.
You're on the CT26 I take it? It can be run at 1.5 bar
(note it isn't good for turbo longevity) and with good results providing everything is in place to support that.
Bob Hatton uses race fuel on the stock ECU.
I used a Link G3
& massive boot mount IC.
Even on the stock ECU, with a fresh 255lph fuel pump I hit good AFRs of 11.5:1.
Unlike Bob
(I think), I held 1.35 bar at the redline.
This will go against EVERYTHING you read elsewhere, stating that boost will drop off a cliff way before.
I put it down to the BMIC
& 3" piping I run everywhere.
Once on the G3, I monitored IAT with the CT26 at 1.5 bar and there were no issues there at all.
Think it was ambient
+30° at full chat.
None of this takes into account drivability though.
CT26
+ BMIC loses a lot of responsiveness.
The best set up I had was a top-mount intercooler.
It was amazing!
It's not the engines that are the problem, it's the control system.
I go through cars like nobody's business.
I buy them to map the stock system, create amazing generic chips
(lol) and then break them.
I cannot make any money directly from owning my MR2 because I cannot map the damn stock ECU.
And yet I keep it, alongside my Pulsar
& 300zx which are development vehicles
(and daily drivers!).
It is hard to be competitive in the 4WD drag scene nowadays
(especially in a fookin Sunny!), but my MR2 should be good to go in the RWD classes next year.
I have a set of forged Wossner pistons right here for it, but I will continue to push the stock high mileage 3SGTE as far as possible!
)
](./images/smilies/eusa_wall.gif "Brick wall"){kind=small}
Then it's simply all about the mapping.