Still only on 40psi boost but now with a larger BW turbo. As of last nights dyno session the car now has 640kw/858hp at the wheels vs the 740hp previously with the smaller turbo. Best trap speed with the smaller turbo was 158mph, 2400lb car. H pattern gearbox, 26x8 tyre, leaf sprung rear end.

I would have run up to 45psi on the dyno (map sensor limit) but the wastegate spring will only allow 40.5psi (280kpa). If the engine is still going when the season finishes I'll probably change w/g springs and see what it makes on 45psi, time permitting. I'm not holding out too much hope though, the engines done almost 2 seasons racing plus 2 powercruise events, dirt drags, and whatever else. I'm glad I didn't switch to E85 yet, pump petrol is starting to get real interesting now!

Good stuff, and YES I have always wondered why the fuck people accept the total head fuck of E85 when I proved (and you are now) water injection over so many years.................. beyond me!

Are you still using your IGN-1A coils? I have been given some special ones to test by a well known high performance manufacturer, and in the interests of science I may just use them myself.

Which BW did you move up to?

Peter

THIS is fucking insane!! :patriot:

That is just impressive as all get out. :willy_nilly: What ECU are you running and what size BW?

But but but.... bdc?

Oh really? I FINALLY have in my possession the Bosch Motorsports Coils (I've actually been using them for a number of years now) along with the IGN-1A coils (running my RX8) and a set of factory D585 LS2 coils (thanks Glenn) Whenever the FC does make it onto the dyno after I get her tuned to about 12-14ish PSI I'm going to swap coils, adjust dwell and make a pull. Whichever coil makes the most power, is the setup that will stay on the car. I think it'll be between the IGN and the D585, and I have a feeling it will be the D585, although the IGN was designed around a 2-stroke Merc outboard soooooo, it should be interesting :)

Same BW turbo as yours rice, but with a machined out 75mm cover and cast 80mm wheel, since we've got no room for the larger diam "race" cover (stock John Deere cover).

The IGN-1A's work well but I'm testing an ICE ignition again, out of curiosity.

Link G4RX ecu.

The car trapped 161mph today, 3mph more than it ever has. There will be more to come once we get a handle on the bigger turbo's power deliver characteristics + creep up on the tune/boost. It's really struggling off the line and in the first half of the track now.

Give it some jandle, fuck yeah!

Haha fuck he is never gonna live that line down! What a race

The Jandal Reference:

http://www.youtube.com/watch?v=hAFRS5r2g8E

so what do you recommend for safe max power goal for an unopened stock FD motor with 3pc apex seals????

my personal goal is whatever I can get with a 1.15 ar p-trim with a gtx35 compressor at ~28psi... too much?

Oi Rice,

If you were to use an oil return scavenge pump to allow low mounting of a large turbo like one of those s400s (like really low touching undertray in front/besides engine), would there be enough room in the engine bay to high mount a s300 turbo pointing backwards tight next to the block, feeding (in addition to "primary" wastegates) into one of those s400 mounted low in the bay at the front with dump running under the exhaust manifold/smaller turbo? Would be nice to run 36psi from, what under 4000rpm to 9000rpm, I'm guessing due to the wider peak boost range you would want to run 2 stage pre turbo injection with a 50% flow rated secondary injector to come in before peak torque?

Putting the jandal down


<iframe width="560" height="315" src="//www.youtube.com/embed/E26UVP0ftIc" frameborder="0" allowfullscreen></iframe>

apart from all the obvious 'issues' its a great idea, I've done allot with Diesle's in truck racing (2 stage) and pullers running 3 stages, water injected.

not sure how useable it is though? I personally have found there is already too much power from 4000 to 5000rpm and it needs to be 'dampened' down to make the car driveable......... nothing worse than too much torque @ from corner apex, only need to look at a modern 2014 F1 car to see what I'm talking about!

310kpa or 44.9psi!! (only in the top of 3rd and 4th gears tho, I'll fill in the boost everywhere else next season, plus more total if needed) 162.5mph to date.

The engine still seems happy too - 2 drag seasons, 2 powercruises, 1 dirt drags, and some street use later. Hopefully it does a 3rd drag season.

Surprisingly enough the engine appears to be several times more reliable than the methanol 13B's we race against. Trap speed is equal to the methanol 28x9 tyred cars too (this with our smaller tyre and heavier car), and there is still more power in the engine yet I'm sure.

In retrospect it's quite amazing how much reliable power such a low spec basic engine build running on petrol can produce. Only with WI of course, it wouldn't even get close otherwise. Frank Walker of Pratt and Whitney resoundingly proved this all those years ago.

Still running inductive ignition too. It's cheap and reliable.