Latest Project: GT30R 06 STI
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This is the smallest of the GT series turbos for STI's and the numbers are on par with what I've seen with similar setups on 91 octane in similar conditions. Remember that that stock STI's put down 215-220whp on this dyno, so it reads quite low. This car is making about 440bhp and should put down about 370-380whp on a Dynojet in the current state of tune.
That being said, I'm not really into peak numbers anyway. Peak numbers will vary from dyno to dyno and from day to day depending on conditions. The most important things are the smooth curve, consistant strong power, and the above average response and drivability for such a setup.
Thanks
That being said, I'm not really into peak numbers anyway. Peak numbers will vary from dyno to dyno and from day to day depending on conditions. The most important things are the smooth curve, consistant strong power, and the above average response and drivability for such a setup.
Thanks
Last edited by MethodBuilt; Jul 21, 2006 at 01:43 PM.
Originally Posted by excel
I'm not familiar with this setup. Are those number good? average? or below average?
haha, good? This setup will do >500hp on 100octane...
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Yeah you hit my biggest concern, the IAT, since it does pull tons of timing over 140-150 degrees, I wouldnt put this after the turbo, I dont care how good you think the intercooler is, its not hard at all the hit those temps after the IC
You brought up the point about this causing the same problem with the maf behind an open element filter in the engine bay, and I couldnt agree more, thats why I would never run an open elemnet filter in the engine bay either.
The other couple points were smaller, you have the bypass valve recircing now behind the maf. The reason the bypass valve is suppose to recirc ahead of the maf is because that air has already been metered and you want it to stay in the intake track 'ahead' of the maf, the condition you have there is the same as a full atmospheric BOV, which might not bother you if the driving characteristics of full atmo BOVs dont bother you, but again, no point in recircing that air now.
The last one is a point you also brought up, the MAF is a very sensitive sensor, and it is also EXTREMELY sensitive to any amount of contamination to its sensor element, Ive seen it throw readings by a tiny bit of oil from a K&N filter getting on one, but in most instances, if your air filter is doing its job, no amount of oil should grease up the element, but we all know the pressurized air in front of the turbo can get its share of oil fumes pushed through it, so it would be a good idea to keep an eye on the sensor from time to time. Thats all though, didnt want to write all this back at first because Im not trying to be a 'hater', just some constructive observation from what I see on the pic, looks great though, good work ed!
You brought up the point about this causing the same problem with the maf behind an open element filter in the engine bay, and I couldnt agree more, thats why I would never run an open elemnet filter in the engine bay either.
The other couple points were smaller, you have the bypass valve recircing now behind the maf. The reason the bypass valve is suppose to recirc ahead of the maf is because that air has already been metered and you want it to stay in the intake track 'ahead' of the maf, the condition you have there is the same as a full atmospheric BOV, which might not bother you if the driving characteristics of full atmo BOVs dont bother you, but again, no point in recircing that air now.
The last one is a point you also brought up, the MAF is a very sensitive sensor, and it is also EXTREMELY sensitive to any amount of contamination to its sensor element, Ive seen it throw readings by a tiny bit of oil from a K&N filter getting on one, but in most instances, if your air filter is doing its job, no amount of oil should grease up the element, but we all know the pressurized air in front of the turbo can get its share of oil fumes pushed through it, so it would be a good idea to keep an eye on the sensor from time to time. Thats all though, didnt want to write all this back at first because Im not trying to be a 'hater', just some constructive observation from what I see on the pic, looks great though, good work ed!
Last edited by Krinkov; Jul 22, 2006 at 08:03 PM.
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Originally Posted by 1fastGC
looks ok.. need t-bolt clamps..
what do you think the hp/tq numbers will be on gruppe-s dyno?
what do you think the hp/tq numbers will be on gruppe-s dyno?
My road dyno numbers have consistantly been within a couple whp of Gruppe-S's dyno, so I would expect to see similar numbers for this car as well.
Thanks
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Originally Posted by Krinkov
Yeah you hit my biggest concern, the IAT, since it does pull tons of timing over 140-150 degrees, I wouldnt put this after the turbo, I dont care how good you think the intercooler is, its not hard at all the hit those temps after the IC
You brought up the point about this causing the same problem with the maf behind an open element filter in the engine bay, and I couldnt agree more, thats why I would never run an open elemnet filter in the engine bay either.
The other couple points were smaller, you have the bypass valve recircing now behind the maf. The reason the bypass valve is suppose to recirc ahead of the maf is because that air has already been metered and you want it to stay in the intake track 'ahead' of the maf, the condition you have there is the same as a full atmospheric BOV, which might not bother you if the driving characteristics of full atmo BOVs dont bother you, but again, no point in recircing that air now.
The last one is a point you also brought up, the MAF is a very sensitive sensor, and it is also EXTREMELY sensitive to any amount of contamination to its sensor element, Ive seen it throw readings by a tiny bit of oil from a K&N filter getting on one, but in most instances, if your air filter is doing its job, no amount of oil should grease up the element, but we all know the pressurized air in front of the turbo can get its share of oil fumes pushed through it, so it would be a good idea to keep an eye on the sensor from time to time. Thats all though, didnt want to write all this back at first because Im not trying to be a 'hater', just some constructive observation from what I see on the pic, looks great though, good work ed!
You brought up the point about this causing the same problem with the maf behind an open element filter in the engine bay, and I couldnt agree more, thats why I would never run an open elemnet filter in the engine bay either.
The other couple points were smaller, you have the bypass valve recircing now behind the maf. The reason the bypass valve is suppose to recirc ahead of the maf is because that air has already been metered and you want it to stay in the intake track 'ahead' of the maf, the condition you have there is the same as a full atmospheric BOV, which might not bother you if the driving characteristics of full atmo BOVs dont bother you, but again, no point in recircing that air now.
The last one is a point you also brought up, the MAF is a very sensitive sensor, and it is also EXTREMELY sensitive to any amount of contamination to its sensor element, Ive seen it throw readings by a tiny bit of oil from a K&N filter getting on one, but in most instances, if your air filter is doing its job, no amount of oil should grease up the element, but we all know the pressurized air in front of the turbo can get its share of oil fumes pushed through it, so it would be a good idea to keep an eye on the sensor from time to time. Thats all though, didnt want to write all this back at first because Im not trying to be a 'hater', just some constructive observation from what I see on the pic, looks great though, good work ed!
Jeremy,
First, don't worry about being a "hater." Constructive criticism is always a good thing IMO.
As far as the IAT's, on this particular setup with the blow through MAF, the most I've ever sene IAT's hit is 125 degrees on a long pull through through the top of 5th gear. If post-IC IAT's start rising out of control, you're likely out of the efficiency range of the turbo or the IC core just can't handle the flow rates, and pulling timing in response to such a condition is an appropriate response for the ECU. Also, remember that the IAT based ignition trim is fully tunable, so I can decide how much I want it to pull if it sees X IAT. The important thing for me is that the IAT's the ECU is seeing with the blow through MAF are much more relavant for igntion trimming than pre-turbo readings.
Your comment on the BPV is only half correct. If you look closer, you'll notice that the BPV is actually up stream of the MAF. So its actually venting air before the MAF registers it and thus has no negative effects on drivability. You are, however, correct that it could be run fully atmospheric with no change in drivability either. Since the air its venting has not yet been metered, it can go anywhere you please. The only real reason for the recirc hose is to keep noise to a minimum. I hate the driving characteristics of a post-MAF atmoshperic BOV btw
.Your comment on sensor contamination is right on. This was one of my concerns as well, but I've found that very little oil vapor actually makes it passed the FMIC and has yet to be an issue. I am, however, keeping an eye on it and planning to add a catch can to this car in an effort to keep the intake tract as clean as possible.
Thanks again for the comments.
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Originally Posted by EQ Tuning
Jeremy,
First, don't worry about being a "hater." Constructive criticism is always a good thing IMO.
As far as the IAT's, on this particular setup with the blow through MAF, the most I've ever sene IAT's hit is 125 degrees on a long pull through through the top of 5th gear. If post-IC IAT's start rising out of control, you're likely out of the efficiency range of the turbo or the IC core just can't handle the flow rates, and pulling timing in response to such a condition is an appropriate response for the ECU. Also, remember that the IAT based ignition trim is fully tunable, so I can decide how much I want it to pull if it sees X IAT. The important thing for me is that the IAT's the ECU is seeing with the blow through MAF are much more relavant for igntion trimming than pre-turbo readings.
Your comment on the BPV is only half correct. If you look closer, you'll notice that the BPV is actually up stream of the MAF. So its actually venting air before the MAF registers it and thus has no negative effects on drivability. You are, however, correct that it could be run fully atmospheric with no change in drivability either. Since the air its venting has not yet been metered, it can go anywhere you please. The only real reason for the recirc hose is to keep noise to a minimum. I hate the driving characteristics of a post-MAF atmoshperic BOV btw.
Your comment on sensor contamination is right on. This was one of my concerns as well, but I've found that very little oil vapor actually makes it passed the FMIC and has yet to be an issue. I am, however, keeping an eye on it and planning to add a catch can to this car in an effort to keep the intake tract as clean as possible.
Thanks again for the comments.
First, don't worry about being a "hater." Constructive criticism is always a good thing IMO.
As far as the IAT's, on this particular setup with the blow through MAF, the most I've ever sene IAT's hit is 125 degrees on a long pull through through the top of 5th gear. If post-IC IAT's start rising out of control, you're likely out of the efficiency range of the turbo or the IC core just can't handle the flow rates, and pulling timing in response to such a condition is an appropriate response for the ECU. Also, remember that the IAT based ignition trim is fully tunable, so I can decide how much I want it to pull if it sees X IAT. The important thing for me is that the IAT's the ECU is seeing with the blow through MAF are much more relavant for igntion trimming than pre-turbo readings.
Your comment on the BPV is only half correct. If you look closer, you'll notice that the BPV is actually up stream of the MAF. So its actually venting air before the MAF registers it and thus has no negative effects on drivability. You are, however, correct that it could be run fully atmospheric with no change in drivability either. Since the air its venting has not yet been metered, it can go anywhere you please. The only real reason for the recirc hose is to keep noise to a minimum. I hate the driving characteristics of a post-MAF atmoshperic BOV btw
.Your comment on sensor contamination is right on. This was one of my concerns as well, but I've found that very little oil vapor actually makes it passed the FMIC and has yet to be an issue. I am, however, keeping an eye on it and planning to add a catch can to this car in an effort to keep the intake tract as clean as possible.
Thanks again for the comments.
yeah I see about the bypass now, since BPV/BOVs are usually on cold side I guess I just assumed thats where it was.
Anyhow, good on ya, and yeah have him throw it on Gruppe-s to see what it does on a Mustang!
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Originally Posted by Krinkov
wow, those are pretty cool temps then at full boost, good IC then!
yeah I see about the bypass now, since BPV/BOVs are usually on cold side I guess I just assumed thats where it was.
Anyhow, good on ya, and yeah have him throw it on Gruppe-s to see what it does on a Mustang!
yeah I see about the bypass now, since BPV/BOVs are usually on cold side I guess I just assumed thats where it was.
Anyhow, good on ya, and yeah have him throw it on Gruppe-s to see what it does on a Mustang!
It'll go on the gruppe-s dyno once the high octane map is done, but I'd be really surprised if the numbers differ by more than 3-4whp given similar conditions.
Thanks
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I thought I'd dig up a road dyno of this car in stock form to overlay with its current graph. I am further amazed that there is no additional lag with this setup over a totally stock STI. Here's the plot:
Red is this car in stock form in approximately 70 degree weather.
Blue in full GT30R trim in 85 degree weather.
Thanks
Red is this car in stock form in approximately 70 degree weather.
Blue in full GT30R trim in 85 degree weather.
Thanks
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