hattie86 wrote:thanks, id forgotten to look at pistons and con rods,
(which is a school boy error considering i used to put wiseco forged pistons in my mx bike) the other thing that iv thought of on the internals dept is the crank.
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.should i look at beefing that up, if so would the 5sfe crank fit? as iv heard they are a bit of a monster crank.
If you do use Wiseco's be very careful about the compression ratio you choose.
I'll not go into detail here cos it will turn into an argument, but if I was you I would be looking for 8.0:1.0 or 8.5:1.0 compression pistons.
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.check out CP.
The 5S crank does fit, and this gives you an increased benefit of 2.2l capacity.
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.not a lot of difference, but every little helps.
As for cranks strength- the stock cranks are already forged, so no need to do anything other than balancing.
If ou do decide to go down the 5S route, then look into using the block as well- significantly stronger than the 3S blocks, which is nice.
hattie86 wrote:as for the turbo i meant gt3076r but im currently looking through the turbo manufacturers you guys have mentioned
borg warner do some good looking units
To be honest- you'll still be pushing the GT3076 to hit 500hp, and you'll need to be on the largest turbine housing.
Maybe bin some of your other plans
(oversize valves for example) and use the extra cash for a GTX turbo, an HTA turbo, or a BW unit?
I would go with a larger turbo, and 1000cc injectors- that gives you head room for more development
(which you'll want!), check out Injector dynamics.
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.expensive, but the reports are they idle like stock injectors.
Aeromotive FPR should be on your list, and you'll want to replace your fuel lines:
-08 supply ideally.
Twin 255's would work in-tank, but it's a pain fitting them.
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.I've got the 440lph pump as a single, but can't offer advice on how it performs in anger yet.
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.it was a piece of pi$$ to fit though.
Be careful where you buy the Walbro pumps- plenty of reports of cheap Chinese copies out there.
hattie86 wrote:
the reason i was looking at the cams, valves and pullies is because the mr2 power primer website suggests changing those, and ats racing reckons they found 50 bhp just by playing around with timing cam timing.
i would like to keep the stock intake if i can, like i say i heard that it can cause the middle 2 cylinders to run leaner than the outer 2.
what are the advantages of having a staggered cam set up
(i.e less duration on exhaust side)?
Yeah- at the very least you'll want cam pulleys in my opinion, but you do need to be prepared to put the time in on the dyno to experiment with them.
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.there are definitely gains to be had though.
I tweaked my inlet and exhaust timing on the dyno by a few degrees and saw an instant 80hp increase.
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.we couldn't believe it!
I have heard the concerns over the design of the stock inlet manifold, and
apparently it's been proven on the flow bench that it does favour 2
& 3 helping them run lean.
Of course don't forget they are in the middle as well, so tend to run hotter anyway, but most experience mappers will know this and may chose to compensate with fueling.
For what you are doing I would look at a side feed, it will help you fit your charge cooler as well without long U-bend boost pipes.
hattie86 wrote:as for boost pressure i was thinking about 15 psi? but with forged internals i would be able to push some more.
one thing i did miss in my first post was arp head bolts.
thanks guys.
az
For 500hp on a GT30 turbo you'll be running more like double that boost
Sounds like it would definitely be worth you taking some advice from an experienced engine builder, plenty of specialists on here.
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.do some searching and research, then decide how you want to do it.
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.then, and only then, start to spend your cash.
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.good luck!!
