Sunday, July 26, 2009 - 06:06 pm, by: Cihan Aday(Cihan)
Aims; - minimise exhaust to underbonnet heat dissipation - maximise exhaust size and flow - minimise engine coolant + oil temperature - maximise effectiveness of standard radiator
Steps to be taken; - dump and exhaust manifolds ceramic coating + heat shielding to prevent radiant heating of engine bay components - maintained 3 inch dump pipe and mandrel bends through dump pipe to catalytic converter upstream. - Use of twin electronic fans in place of standard hydraulic system - Stainless overflow tank, and additional powersteering radiator - Battery relocated to the boot - Low temperature thermostat and intake + ISCV heating removal - 7 heat range v-tip copper spark plugs with reduced gap
Other changes; - 8 x 7M-GE 315cc injectors - Twin OEM intank pumps (ok for 400rwkw) - Aeromotive adjustable fuel pressure reg - Airflow meter removed, using MAP metering - Emanage Ultimate controlling the show - Front mount intercooler & fabricated piping in stainless - Garrett Dual Ball Bearing GT3540R with 1.06 rear housing - 50 or 60mm external wastegate
Optional upgrades; - Decompression via head gasket - Uprated camshafts (will increase projected power output significantly) - High pressure water/meth injection system
Projected output; - Using pump fuel at 7psi it should make 230rwkw no problem under all weather conditions without onset or audible detonation / pinging at stock compression ratio, std throttle body, intake manifold and camshafts. - I would say with octane booster at 15psi, unopened motor, it should make a clean 300rwkw that you can circuit with an oil cooler.
Figures may seem 'low', but i challenge anyone to find an example of a 1UZ or any high compression motor running 300rwkw circuit style on pump fuel. Just doesn't happen reliably, if they are its with the boost down and water injection. If not, then its pinging or there is onset pre-ignition that most tuners / drivers don't pick up. Its technically not possible without major redesign of the cooling, oiling system and head seats and combustion chambers in my experience.
Things to test; - Sizing of joiner pipe to t3 flange, 50mm may be restrictive. Time will tell.
Projected testing date; - Aiming for early October dyno tuning. Emanage ultimate, injectors & second fuel pump will be in. Ignition system upgraded and a shift kit + trans cooler installed.
Kit costing; - Currently looking into ultra-reliable Holset turbo's as a replacement, this will save $1000 odd off the price of a Garrett dual ball bearing turbo with little impact on response, and a similar scope for peak power (350-380rwkw) - Manifold kit, 3" dump pipe, full intercooler piping kit will all be priced up once the car is on the rollers and it performs as projected. - Fuel system upgrades and battery relocation will be left to the discretion of the owner. - Engine management can be catered for cheaply and effectively with the Emanage Ultimate, install and tuning packages will be made available at normal supply, install and tune pricing. Standalone Haltech Platinum 1000 or 2000 options are also currently available.
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