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Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

Posts: 4016
Reg: 04-2006

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Wednesday, March 23, 2016 - 06:07 pm, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

I had an awesome call from the tuner today at work. The new turbo setup is making 375rwkw on 21 psi. The bad news is we have reached the end of the MAF sensors capabilities so the tune will be finalised for now. Nice to be a member of the 500hp club, although 1000hp seems to be the new 500 these days. I will still be one of the lowest powered cars in my category.

I will be going back with a new MAF sensor at some stage down the track. Remember this is a stock 1J head, with stock cams. Some 264 cams would really liven her up too I reckon. I have the original head from the spun motor and have hopes of building up that head over the next year.
Damien Smith
DieHard
NSW
Twin Turbo Manual UZZ31 (sold)

Posts: 836
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Thursday, March 24, 2016 - 04:57 pm, by:  Damien Smith (Damien) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

I had to spend some time catching up on all your developments. The car's looking amazing and that's an awesome figure from the dyno! Bring on Phillip Island :-)
Andrew McKellar
DieHard
NSW
V8 Soarer Sports Sedan

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Thursday, March 24, 2016 - 08:35 pm, by:  Andrew McKellar (Toymax) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)


Ben Lipman wrote on Wednesday, March 23, 2016 - 06:07 pm:

Nice to be a member of the 500hp club



Thanks for converting it to my language.

Pretty good result there Ben, well done. Will be good for the snowy mountains event.

How will 21psi go for circuit running with the standard engine? Not afraid of blowing it to bits?
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Thursday, March 24, 2016 - 09:06 pm, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

I have done a lot of reading on turbos, and turbo applications over the past few months. I have learnt that 21psi of boost means nothing to conrods etc when the engine is doing 7000rpm. The loads are already stupendous. I will find the passage of text again before I quote it wrong. I have learnt a lot, but forgotten more. I'll need to read the texts again.

The little CT12a turbos were running around 20 - 22 psi for the last three years, so the engine is good for it.

After making 375rwkw, the final dyno run for a graph shows 'only' 367rwkw. No matter, the only numbers that count are recorded at the timing tower.

I need to make a correction above - I am of course referring to the MAP (pressure) sensor not a MAF (flow) sensor. The factory one is maxxed out. Talking to the tuner today they wanted to tune it to 25psi which should have taken into 400rwkw territory.

The general consensus is the stock cams are now a limitation. Head work is a minimum $2000 spend once you buy cams and springs etc. As nice as it would be to keep going, I simply don't have the money to spare right now. A three bar MAP sensor and a couple of other sensors (safeties) are next on the agenda and a retune to take advantage of it will do.

This weekend I hope to corner balance the car and check the alignment. All the paint marks are still true, but I will get the dreaded string lines and camber gauge out again to check.

I am also working on a replacement brake ducting system. The rubber 'scat' tube keeps getting destroyed when the bar goes on and off.
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Friday, March 25, 2016 - 07:00 am, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

I have just posted up the results of fitting Toyota Supra CT20 turbos to the side of my 1JZ. It was not smooth sailing, and we came across a few issues along the way. The idea came about after some chat between Kurt, Glenn Munro and myself. Kurt and I had been talking about doing something for over a year, and I had been driving Glenn’s early version high flowed CT12a turbos at 300rwkw for about three years. It was decided to use a pair of front CT20 so we ended up with two wastegates controlling boost.

Kurt modified the CT12a manifolds by cutting off the CT12a flanges and welding on brand new ones. We considered drilling the old ones, but decided it was safer to do it this way. It also gave Kurt the chance to move the front turbo forwards for a bit more dump room. He then fabbed up all the pipe work to suit as nothing OEM was going to fit. Meanwhile Glenn was creating a pair of front CT20 ‘stage 4’ highflows.

I did all the fitting work. As you can imagine, with Kurt in Victoria, Glenn in QLD and me in the ACT we spent a fair bit of money on Australia post. We found that in my car the O2 sensor needed to be moved, and the dump pipe needed a little massaging to clear my custom steering column, which in the big picture was a pretty good effort. I made up a new 3 inch mid pipe to connect the dumps to my side exit exhaust.

The car went to ESP for tuning. Whilst talking to Glen and Grant (at ESP – yes it did get confusing) the topic of duty cycle came up. I was assuming I would need bigger injectors and more fuel pump due to the fact I was at 84% duty cycle. They straight away said something was not right as 84% was too high for 300rwkw. It was at this point we discovered that my 1000cc injectors were only capable of flowing 650cc/min. Uh Oh. They also found a couple of installation issues with the fuel system. The check valve I fitted (came with the 044 pump and surge tank) was a needless restriction, and one of my pump earths was frankly pretty poor. I put my hand up for the fuel system install, but the injectors were a disappointment. I paid good money for them.

On the dyno the initial setup surged violently. ESP shut it down and called me to deliver the news. I was crushed. The highflows delivered way too much air at too low an engine speed. The 1J just couldn’t use the air. I am not talking a little bit of closed throttle ‘dose’; this was genuine, turbo destroying, open throttle surge. I parted with a not insignificant amount of cash and towed the car home. After a couple of bourbons from the now infamous ‘Munro cup’ and a chat with the boys the turbos came out that night (my neighbours love me) and were sent back to Brisbane the next morning. After much discussion and thinking about what was the best fix, Glenn came up with a pair of turbos that had smaller but taller billet compressor wheels, new covers, and a complex surge porting job. At the same time Kurt was looking at the problem from his end and decided his mega dump might have been contributing to the very fast spool up and he created a more conventional style dump for me.

After contributing to the posties Christmas party some more, and making another mid pipe, all the new parts went back into the car and it was trailered to ESP for round two. I got the dreaded call the next day: there was a problem. All signs of surge were gone. The turbos came on hard and it all looked good until it came time to raise the boost. They just could not see more than 12psi. It appears the wastegates were being blown open. The signs were promising though. At 12psi they were seeing 315rwkw, more than the car was making at 20psi on the old turbos. A couple of quick fixes were discussed, but ultimately the decision was taken that the only way to properly deal with the problem was new wastegate actuators. Turbos out again. At this point it recalled not one, but two conversations with the boys about upgrading the actuators from stock. Lesson learnt there. By this stage I owned three books on turbocharger design and was beginning to understand what I had gotten into.

Glenn set about making some uprated actuators. I created an airbox for the pods out of scrap aluminium and built a billy cart. ( I needed to do something with my hands). We were really beginning to run out of time. I was supposed to shake the car down at Wakefield Park but still didn’t have a working engine package. Track day plans cancelled, I actually started porting the manifolds on the CT12a setup as a contingency plan. The actuators arrived and were fitted to the turbos. Everything went back in for the fourth time. I am now pretty handy at getting turbos in and out of the engine bay.

Back at ESP they set about tuning the car. I got a phone call. My heart sank – I didn’t have time for this as Vic Time Attack was in 8 days. Glen (ESP) told me he was out of MAP sensor. It was maxxed out at 21 psi and became unreliable after that. The good news was he was seeing 375rwkw at 21psi. Knowing the time line, he asked if I was happy to settle it there. Some usable power now, or wait and get a new MAP sensor. I decided to finalise the tune there and just run the car at that level. The tune was then perfected at that boost level; with the final power number a little lower at 367rwkw.

Now with the car running I need to fit the race wheels, do an alignment and corner balance the thing. Then start working through all the checks to make sure she is ready for the shakedown which will now be the first session of Vic Time Attack. If you are Melbourne based make sure you come out and watch Phillip Islands first Time Attack event. More importantly, come and say hi.

Anyway, back to the spanners.



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Mark Tierney
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NSW
Soarer GTT-L, Celsior, Ducati

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Friday, March 25, 2016 - 07:23 am, by:  Mark Tierney (Mark_t) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

wow, 500hp club. That's epic Ben. Thanks once again for a fantastic read.
Best of luck a Phillip Island. I hope she Rock n Rolls.
Kurt Atzmuller
DieHard
Victoria
TT`s

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Friday, March 25, 2016 - 08:31 am, by:  Kurt Atzmuller (Kurt) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

It definitely was a bit of a mission, was good to try something different in terms turbo setups. Was fun, learnt a heap of stuff along the way, started a trend of fitting ct20s to soarers as i'm onto set number 4 now and have another 2 lined up after that but the other ones i've done are stock ct20s for road cars.

I'll be heading down to the Island to meet up with Ben and see how it goes, get some feedback on the driving feel.
But otherwise its been a great project to be a part of!
Tim Schroeter
TryHard
NSW
V8, V8, V8

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Sunday, March 27, 2016 - 09:30 am, by:  Tim Schroeter (790) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Ben. Good reading. I think we've all learnt more about turbos from you. Can't wait to hear about Phillip Island. Go hard!
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Sunday, March 27, 2016 - 08:30 pm, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Cheers Tim,

I have learnt a lot from this experience. Normally I do a lot of research before I commit to something and have a good understanding of the issues/potential issues surrounding the item. In this case I did not do that, so I have actually been reading to put my issues in context. It is an uncomfortable way to learn. Too often during the last 5 months I have had no idea what Glenn, Kurt, or the tuners have been talking about and had to run away and google it.

For example: If I knew about the pressure ratio across the turbo, would have known I needed uprated wastegate actuators as high flows can often have issues here. (the ideal pressure ratio for a race car is 1:1.5 intake manifold to exhaust manifold pressure, 1:2 for a street car). Not a problem unless temps start to rise or you reach a point where the exhaust cant get away as fast as the engine needs it and the system gets 'choked'.

I also did not know about WOT surge. I only knew about closed throttle surge. Closed throttle surge, whilst not desirable, is actually not that bad except in higher boost applications, and as we all know is easily solved with a BOV. WOT surge can destroy turbos and engines.

I also learnt that Turbosmart, makers of many styles of BOV, actually prefer and recommend recirculating systems because they need no tuning. (There are gains to be had from atmo style BOV though)

I learnt that Dump pipe entry should be approximately the size of the exhaust wheel to keep velocities up, and where possible wastegate pipes should be completely separate from exhausts, or at least not rejoin the exhaust for approximately 18 inches (45cm). I also note this is hard to do on a internally gated turbo, and is one of the reasons why an external gate will always outperform the same size internal gate.

All this and I still have one more turbo design and application textbook to read.

Then I need to become an expert on camshaft specs and application...
Michael McKellar
TryHard
NSW
Mini

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Tuesday, March 29, 2016 - 03:40 pm, by:  Michael McKellar (Mickmini) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

750Nm should be a helluva shove in the back!
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Sunday, April 03, 2016 - 07:39 am, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

I have just got home from the Victorian Time Attack event at Phillip Island. What an event! What a track! What a long trek. A bit of honesty up front: I didn’t do a great job of driving and running the car. I forgot quite a few fundamental things because of all the hype and self-pressure. I’ll cover those shortly.

Those that have been following the build will know that I was still working on the car less than 24 hours from departure. It wasn’t planned like that, but that is how it worked out. By the time I got to Phillip Island I was just going to be happy to run the car without a major fault. The front aero had revisions, the side skirts and rear diffuser were brand new. I was trying new brake ducting, and of course the turbos, intake and exhaust piping, and the tune were all untested.

On arrival at PI, we had to push the cars through scrutineering as the local rule says no race engines start before 9am. This is where I began to realise some of the problems with being a 1 man show. Lucky the Time Attack fraternity are pretty close and I had more help than I needed getting the car into and out of scrutiny. Scrutineers are a funny bunch, and I am under instructions to remove the brand new roll cage padding if I go back “because it can catch fire”. I also bought a brand new fire extinguisher from the parts guys because my bottle was made in 2010. Never mind the rule that fire extinguishers under 1Kg don’t have expiry dates according to CAMS. The irony is the new one doesn’t even have a date. I was the second car through scrutiny and the second fire extinguisher sold. I think they ran out at 0730…

The drivers brief was full of horror stories and I was left in no doubt that I was going to die at some stage during the event. I had to do a couple of sighting laps as a newby, but unfortunately they did not drive on a racing line so I had to figure it out myself. I guess this was a time attack competition and they expected guys to know what they were doing.

Before I was ready my group were called. There were three groups with each session lasting 20 minutes. I went out and got into it slowly working up from a 2:03 lap. This is where I made my first fundamental error: I did not follow my normal track day procedure. I never checked my shock absorber settings. I didn’t fill out my setup sheet. And I did not set up the gopro so it worked from the remote, among other things. I ended up with a 1:55 in the first session. Tyre pressures went up more than expected (9psi) which caught me out also.

The second session rolled around before I had time to process the first. Kurt and Michelle had arrived by now, and we checked the fuel and realised the tank was about 1/3 full after 6 hard laps, two sighters and the in and out laps. Bugger. A quick splash and dash and I went out again. This set the tone for the day with frantic activity between sessions. The camera was still on from the first session, which was another silly error. Because I went out late I only got four fast laps, but on the upside all the traffic was on the other side of the track. I managed a 1:52.7.

Third session was much like the second. I barely had time to gather my thoughts, take some tyre temps and pressures and look for any massive issues. I managed to get the track mapped in the RacePak but did not get the sectors in. At least I could get a lap time on the dash this session. I hit traffic many times and had to abort the first three laps. Lap 4 I managed a 1:51 compromised by an overtaking move. It was the only clean-ish lap I got. I did not know at the time but looking at the segments in the data the 1:51 would have been a 1:48 if I had not slowed up through Turns 3/4/5 when I had to deal with the slower car.

Over lunch there was a pit walk. The cars were pushed into pit lane for the crowd to come through. I put in a bit of effort with a homemade placard with all the specs, removing the boot and propping the bonnet open so people could get a good look, car show style. I also stood in the lane and talked to people the entire time. I met a bunch of new and interesting people and it probably contributed to me winning the “Promoter’s Choice” award. Over lunch the fuel point was open, however we discovered they did not have e85. This was a problem as I was more than half way through my 120L. The promoter got wind of this and at some stage two extra jerries of e85 found their way into my garage with a note that we could sort it out at the end of the day.

Session 4 was plagued by traffic. I constantly kept stumbling across another car warming up or cooling down. After coming in, I made the realisation I had no idea of the shock settings. Three were on full hard, and the left rear was almost on full soft. This was a face palm moment. I adjusted the rears, dumped another 20L of fuel in and got ready to go out. By this stage I had the tyres at 35psi hot and left them alone.

Session 5 I went out first and went hard from the start. I never let up, and managed 5 decent laps in a row, managing the traffic much better. The first lap was a 1:50.34. The second was a 1:50 .24. I made mistakes on the following three laps, but they were 1:51, 1:51 and 1:53 and still an improvement over the start of the day. When I came in there was a bit of a panic as my lap timer was no longer on the side of the car. I was worried my 1:50’s would not count. The Dorian was found on the side of the track and appears to have come off right at the end of the session. Phew. Around this time I sprained my right ankle at the control tower and had it taped up by the medics. It was one of those days.

Session 6 was the last timed session. I knew I was not being brave enough through turn 1, 3 and 8/9. I focussed on these areas and trying to get through faster. I started entering T1 at 185kph and managed an exit of T1 at 175kph. To be honest I still think this is 10 – 15 kph to slow. I ended up getting through T8 flat in 5th at about 185kph, but never got T9 “lukey Heights” right.

Session 7 was not timed and was more for the crowd. I only got one good lap and did not improve.

All in all, I had a great time. I have a long list of things that need to improve, and ideas for the future. The new turbo combo has been proven, as I was only 10kph slower on the main straight than Blaise (awesome name!) in the Rx-7 who came third outright and fastest RWD.

It is a pity NSW Time Attack just got cancelled, as I planned to enter that as well. I need to get the car to Wakefield to a track I know and see how she goes.


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Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Sunday, April 03, 2016 - 07:41 am, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

And the only real incar video I got due to my total lack of organisation on the day:

Michael McKellar
TryHard
NSW
Mini

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Sunday, April 03, 2016 - 10:50 am, by:  Michael McKellar (Mickmini) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Tremendous effort Ben. Glad to see you enjoyed it. Awesome progression through the day despite the issues. Congrats on the Promoter's Choice -that has to be good for the sponsors too.

Nothing like being a one man show, been there and done it myself. I also know from Andrew's experiences that sometimes you just need someone else to be the calm one managing all the track side activities. Let us know when you are on in Sydney and I will come and lend a hand.

cheers
michael
Kurt Atzmuller
DieHard
Victoria
TT`s

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Sunday, April 03, 2016 - 11:34 am, by:  Kurt Atzmuller (Kurt) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

You were very popular during the pit walk there was a crowd around your car Ben! Lots of interest it was great to see.
Was also great for me to see your car in the flesh to see first hand all the work you have put in, its very inspiring!
Andrew McKellar
DieHard
NSW
V8 Soarer Sports Sedan

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Sunday, April 03, 2016 - 01:50 pm, by:  Andrew McKellar (Toymax) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)


Michael McKellar wrote on Sunday, April 03, 2016 - 10:50 am:

Tremendous effort Ben. Glad to see you enjoyed it. Awesome progression through the day despite the issues. Congrats on the Promoter's Choice -that has to be good for the sponsors too.

Nothing like being a one man show, been there and done it myself. I also know from Andrew's experiences that sometimes you just need someone else to be the calm one managing all the track side activities. Let us know when you are on in Sydney and I will come and lend a hand.




What he said...

Excellent job mate.
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

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Sunday, April 03, 2016 - 04:24 pm, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Thanks fellas. I have been kept busy the last 48 hours with emails, FB posts and messages, Instagram, Skype etc. A little bit of exposure and suddenly everyone wants to talk to you.

I do have quite a list of things to tackle, and I am entered in a car show next weekend too. All Japanese car and bike show or something here in Canberra.
Roland Elliott
TryHard
New South Wales
uzz32 1uz-fe

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Sunday, April 03, 2016 - 09:58 pm, by:  Roland Elliott (Aussie2013) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Great work Ben , good to see these results, pity about the lack of video due to battery.
Ricky Liddy
Tinkerer
Victoria
Pearl White TT

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Sunday, April 03, 2016 - 11:04 pm, by:  Ricky Liddy (Padrickz88) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Awesome work dude, good to see the turbo set up went well.

Just remember, every race car is a show car. Not every show car is a race car :-)
Damien Smith
DieHard
NSW
Twin Turbo Manual UZZ31 (sold)

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Monday, April 04, 2016 - 08:12 am, by:  Damien Smith (Damien) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Love reading your detailed updates Ben - I felt like I was right there! Having a 2nd pair of hands makes all the difference on a big day like that. Great effort!
Kurt Atzmuller
DieHard
Victoria
TT`s

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Monday, April 04, 2016 - 10:04 am, by:  Kurt Atzmuller (Kurt) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Ben how much data did you get? Are you able to see what % of the lap you were full throttle for? Keen to put it into perspective the punishment the turbo kit underwent. And the reason you chewed through the fuel!
Ben Lipman
Goo Roo
SA
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Tuesday, April 05, 2016 - 06:11 am, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)


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I have a throttle trace. You can set up a maths channel and have it calculate it, but as you can see in a lap the average throttle position is 47%, so you are on it a fair bit.
Ben Lipman
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Saturday, April 30, 2016 - 07:13 am, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Looks like the bottom end is toast.

I spent the day at Wakefield Park with Trackschool yesterday. Whilst I did not better my PB of 1:06.6 I did a 1:06.8 and over a dozen laps within 0.4 seconds of it. The optimum lap is 1:05.01 according to the segment report on the Racepak data.

The car is quite different to drive with the new turbo combo. It is quicker everywhere you are under power (front and back straight, coming down the hill) but slower through T2, T3,T4,T5 and T10. Speaking to John Boston the run up the hill is most liklely the way I tackle T2 and T3. T10 is now too slow for 3rd gear meaning I need to use second to get off the corner.
Taking advantage of the less congested track in the afternoon, I began working on fixing these issues (data says I got faster into T3 – Thanks John Boston). I probably did too many laps in a short time. I got a red light for water temp (102 degrees) up in T5 and backed off. Shortly after there was a noise and vibration from the engine. I came in straight away but the death rattle suggests a bearing or something in the bottom end has let go.

Last night I poured over the incar video. It appears my oil surge issues are back. You can clearly see under heavy braking on the fast laps, the oil pressure drops significantly. This is incredibly frustrating, as I have an accusump sitting here that I never fitted. I also have a spare oil pan I was going to try and create some baffling for. To make matters worse, I spoke to the guys at ESP about coming in and setting up oil temp and pressure sensors through the Haltech/Racepak because I know I am not noticing the gauges until it was too late, however the water temp warning on the dash gets my instant attention. Unfortunately, this failure seems to be all on me.

Now I need to look at options. Cheap running 1JZ, rebuild, 2J bottom end ? (My immediate preference is cheap replacement 1J because I know what the issue is).
Damien Smith
DieHard
NSW
Twin Turbo Manual UZZ31 (sold)

Posts: 839
Reg: 07-2005

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Saturday, April 30, 2016 - 08:07 am, by:  Damien Smith (Damien) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Argh - no!! What a kick in the nuts. I used to get oil surge in my Soarer, particularly before they resurfaced Wakefield and there were braking bumps at the end of the back straight. I had the oil pan widened with gates to help with side Gs and I also fitted an accusump.

The standard method of using a pressure switch for the accusump is flawed for track duties. The problem is that as the oil is discharging from the accusump the pressure rises above the threshold and it closes the valve again so the outflow is limited. For race applications it's common to use a manual valve operated from the cabin. Open the valve after the engine is started so it acts as a buffer to fill in dips in oil pressure drops.

I fitted an Accusump to my Golf but used a frequency switch to open the valve and leave it open above 3500rpm so it's in operation on the track but otherwise out of the loop for cruising around town. I should have shown you yesterday. Happy to provide more details.
Andrew McKellar
DieHard
NSW
V8 Soarer Sports Sedan

Posts: 866
Reg: 06-2008

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Monday, May 02, 2016 - 01:52 pm, by:  Andrew McKellar (Toymax) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)

Well that news sucks balls Ben. Were you not expecting slightly better lap times considering the added power?

How many engines would you have to buy/replace before it becomes a better long term investment to dry sump it?
Ben Lipman
Goo Roo
SA
Soarer TT manual, plus TT track car, plus a spare shell

Posts: 4027
Reg: 04-2006

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Monday, May 02, 2016 - 04:41 pm, by:  Ben Lipman (Ben12a) Edit Post Delete Post Print Post   View Post/Check IP (Moderator/Admin Only) Move Post (Moderator/Admin Only)


Andrew McKellar wrote on Monday, May 02, 2016 - 01:52 pm:

Were you not expecting slightly better lap times considering the added power?



Yes. A couple of times in the morning I was on a predicted 1:05 but had to pass traffic etc. (I did a 1:07.1 whilst passing a commodore, LOL)


Andrew McKellar wrote on Monday, May 02, 2016 - 01:52 pm:

How many engines would you have to buy/replace before it becomes a better long term investment to dry sump it?



4 or 5.

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