turbotomo

just letting you know that this build will be happening, just had a few issues lately engine still isnt together but im getting back on track now , watch this space!

and another part ticked of the list , fluidampr pulley , wow this thing is heavy 6.9 lbs

Here it is mate , http://www.killerbmotorsport.net/oiling-products/combo.html Postage was 80 USD I think but customs took a big chunk charged me £116. Ouch Its about 600gbp all said and done , but as the cosworth sump is nearly 500 on its own , its not bad I think . Some might get lucky and go straight through customs,,

More parts to tick off the list , Killer B sump , oil pick up , and baffle plate , holds 30% more oil . build quality is brilliant Competition clutch , 6kg flywheel and stage 4 ceramic clutch , I've had it all balanced with the crank , by Andrews Precision probably the best balancing company in the uk , my mate will only use them and he builds race engines with 10k+ redlines , so it will do for me Also picked up a 3 bar map sensor , I recon I've got about 90% of parts for the engine now , won't be long till assembly ,, Best start saving for the 6 speed box and group N mounts

What oil clearances did you go with for the mains and rods?

No way , it was your build that inspired me to mount the turbo this way, Came across it last year while surfing but lost it and gave up looking for it, Must say you got some good fabricating skills and im lovein the hard lines... I see you've removed the servo , think I might struggle with the down pipe on the master cylinder fingers crossed , Looks mint fella

Multi post edit Don't know what's going on here , try to edit and it keeps reposting

Gt40 , nice. Bet that shifts up top, Can you post a couple of pics of you turbo setup , there aren't many around with it mounted on top , and where have you mounted the wastegate? Thanks

I would advise against lightweight crank pulleys , the stock one is to dampen vibration , adding a lightweight one will let your crank wobble, I suggest buying a "fluidampr" pulley , There expensive but they work. Especially if you like to rev your motor Some may argue the facts, but I'm going with a fluidampr over lightweight ,, Edit , some may be using lightweight pulleys without problems , but its not worth it for the performance gains

Forgot to post the compressor map, hy35 is in red,,,

Good to see it passed MOT, I was going to say it shouldn't fail MOT on emissions but yours is a later car. If its before 31 July 95 , it gets a none cat test... Co 3.5% , Hc 1200ppm Think I might delete the roof bars on mine as I like the look, yours is the only one I've seen with it from factory looks mint,,

This is info from compressor racing for the hy35 , not Subaru but gives you some idea,, 2ltr Nissan RB20 engine with forged standard compression pistons, standard head and cams, and pump fuel- 470bhp and 400lb/ft at 1.5bar boost, full boost by 3800rpm, no noticable power loss even at 8000rpm, and even more low down power than the small Garrett GT2871 previously fitted. Full boost at high rpm was possible even at 50% throttle- Almost unheard of on a 2ltr engine with a turbo of this size. Tuner said that 500-550bhp was highly likely at 2bar+ but the standard ignition coils couldn't cope over 1.5bar boost. Dyno graph from another car think it was a 2.5 though,, impressive torque curve

I might be interested in the cdb , it all comes down to price, plus I've got to get new head studs and have the heads modded, its going to add up fast, Has it been rebored already? Don't think the build needs 14mm studs , do you know of any other cdb Not sure what to do now,,,,,

If it was a compressor racing hy it would have been the 10cm exhaust housing .. I've read 28 psi is the danger zone and you need a sleeved block Running 2 bar has got to be in the 500hp range . did you use an oil feed restrictor , and what did you do with the water lines for the stock turbo , block them or joined them? ………………………………………………………… Here's what I'm doing with mine, As I'm mounting it flipped or reversed not sure what you'd call it (check pic in post #1). Getting the output from the turbo to go under the intake manifold means the exhaust will be very close if not touching the brake master cylinder. Here it is with a Vband 2.5" tight 90 bend into a 3" . I think the 2.5" will be restrictive as well.. Internal wastegate fully open , totally useless will get boost creep me thinks:) so external is a must. So I don't need the internal gate and I need to make it all a bit shorter and flow better . I've killed 3 birds with one stone. Got the hacksaw out and started cutting , took an hour,, Now its a bit shorter and I can weld a plate on the wastegate hole. Use a 3.5" tight 90°bend , Vband it on the bottom for the down pipe ,which will also be 3.5". should improve spool up and flow and it will sound epic,,, just need to weld it all up.. It still might not fit and I may have to go rotaded,,

Ooo , that's not good. Glad to see someone else has run a holset on a subaru in the uk. I've been thinking about using a cdb but I couldn't find one that was in good condition they were all knocking or had been rebored already, think I might have another look for one after seeing yours, don't want that happening ,,, got some questions for you if that's OK how Much boost were you running when she let go? What sort of power was it making have you got a dyno printout? How soon did it spool make boost? What size down pipe Were you running ? Was it a compressor racing spec turbo with the 10cm exhaust or the holset 9 cm? Have you got a build thread on another site , shame it let go bet it was fun to drive,,

I've been using total quarts 10 50, good stuff . I've got an external oil cooler under the bonnet scoop and it works really well , I havnt got an oil temp gauge but the water temp is way under half way , I might not use it on the new motor try and keep the oil temps up to stop any slap,, Thanks for the help,

Alrite bud, cars looking nice, when you put the motor together do you know what the piston to wall clearances were. As I'm using the same pistons , trying to find out how much slap there will be , do you get much ,And dose it go away quickly? Also have you had any luck with different weight oils .

Yes, the holset has a stupid small internal gate , I will be welding it shut. I've got a turbosmart ultragate 38 , but I'm 99% sure its a copy. Will look somthing like this going to mod the turbo exhaust housing by cutting it down and welding a 3.5" Vband to it to give me a bit more room. Will post up what Im doing in couple of weeks..

I don't think so bud, will be making 15-20mm thermal manifolds spacers . spacers are meant to reduce temps by a long way,

Will be running an ESL board , but as mines early 4 plug,not sure whether to use an early sti ecu or convert to 3 plug and run a later ecu, I've got a 4g legacy 3 plug , might use that

Thanks lads, Dont expect this to be completed anytime soon , it's taken the past 7 months to get these parts together and it will probably take another 7 I've got a list of parts in my head and I save up for one part at a time , then tick it off the list I think the car weighs about 1500 kg with driver and fluids

thanks, holsets are meant to spool super fast , i think its something to do with diesels not reving high.. fmic will be fliped and run the pipeing under the headlights to try and reduce as much of it as possible. up pipe will look something like this , fab it straight from the 4 into 1 header

to go in the heads ive got full supertech valve train , stainless nitrided intake valves inconel exhaust valves dual springs and titanium retainers V1 intake manifold, shaved , reverse throttle body and a fuel pressure gauge mount. (paints not brilliant so i may redo it) fuel lab regulator and billet high flow fuel rails will feed lateral performance 1000cc dual spray injectors theres a 255 lph pump in tank which will fill a 2ltr swirl pot , then a sytec 5 bar pump and bosch hi flow filter to feed the rails via parallel 6an lines..

heads are V3 STI with the correct cams and under bucket shims. they've had a light port n polish and polished the chamber faces.

the pistons are mahle power pak plus 2618's , theve been cut to clear the oil squirters head studs are ARP CA 625+ Cosworth head gaskets and kevlar cam belt. King racing XPG bearings , designed for EJ series engines , coupl of sets so i can mix n match to get the oil clearances spot on