Ade
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Everything posted by Ade
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Cheers buddy
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Lets jsut see what the ACE does. All the result stateside are heavily screwed towards sellnig the product! Not saying it isnt good, but I wouldnt expect miracles over the HKS part when Mark gets round to test one. The key is to see a car WITH a tune and then the exact same car with the manifold and a tune from the same person..
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And here! Fensport car is turbo Time Attack = short stints. Not saying they cant be made to work, but a lot of the turbo kits run high in IATs. Greddy included. I'm sure that the Greddy time attack car has lot of cooling modifications over a standard GT86 kitted with a Greddy Turbo. Bonnet vents help alot and are something I am considering.
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Tru dat I reckon H&S could make a manifold is stock sized primaries and a high quality (these cost £250) sports cat pretty cheaply
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I'd consider the top speed with the sports cat if my stock manifold goes pop (likely at some point with track abuse and forced induction)...as I want it keep things quiet. Pipe diameter is one of the factors that makes an exhaust quieter. My Cosworth cat back has some pretty sizable silencers, but being 3inch it is still fairly loud. One of the quietest manifold is the Fujitsubo Super Ex. It has bigger runners but the main outlet is only 60.5mm 2.38 which keep exhaust velocity up and make the silencer more effective. Shame its about £1400 imported.
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My friend was messing about with photoshop....
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One thing I thought about, is that with the data from the Harrop, it inst clear where the oil cooler is mounted. Its quite common to stick the oil radiator in front of the intercooler which has an affect on airflow and thus IATs. I know the Edlebrock (NoSoJDMs car on ft86club) and My Cosworth dont have anything mounted in front of the intercooler.
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Its a 4-1 rather than 4-2-1 so might sacrifice a little low end for high end torque. No cat will help flow but pipes are same as stock.
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Even cheaper de cat manifold popped up for £199.99! http://www.ebay.co.uk/itm/Toyota-GT86-2-0L-Stainless-Steel-4-1-Exhaust-Manifold-Header-Decat-/291712537663?hash=item43eb6c143f:g:xG4AAOSwezVWvfnA
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I know what it is. I copy and pasted from my thread on the other forum which seems to mess up the scaling on low res screens. I just went though an individually linked each image to photobucket and it appears to work.
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Is that any better? @Lauren @nikndel
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Strange. ill try relinking them
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Thats odd. They looked fine on my monitor and now okay on my tap talk?
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Finally after what feels like eternity, I have my 720form GTF2 fitted Obligatory pictures:
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Regarding camber. At the front we have a strut with only about 6degrees of castor, so during hard cornering it wears the outside edge of the tyre as the car rolls onto the tyre. Adding a bit of camber can help even out the wear but the side effect is that when you are just driving on the motorway the car is running on the inner edge so will wear thst part out. If you never intended to track the car but like the occasion back road hoon then maybe 1degree camber is enough.
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Have you had it checked for sound level?
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My 9J +35 rims look like they'd rub under compression if I didnt have a decent bit of camber up front.
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Agreed though it does to some degree depend on the tyre. Some run wider and squarer and also sidewall stiffness varies. Pilot super sports have soft side walls though and run wider so 235 is a little wide for an 8J. Id probably look at 215 or 225. AD08R on the other had recommend a 235 for an 8J and 255 for a 9J. Having said that they run silly wide so I went for a 235/40/18 on my 9J which should make for a nice stiff sidewall which is what I want. Might try a 255 next time if there isnt an alternative by then (americans get all the nice tyres).
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That probably does explain the difference, its a double whammy because it impacts the convective heat transfer at the CC rad and the heat exchangers in the inlet manifold, cursing my stupidity for not remembering this at install time now! Have your brakes arrived yet btw? Regarding brakes. I'll give you three guesses but you'll get it in one.....grrrrr
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Yes there seems to be apoint where you first notice the drop in power as it becomes significant. It could also be that the ecu doesn't start pulling timing till then but when properly set up on our cars I would expect it to adjsut timing based on measured IATs.
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Agreed, to muddy the waters further there's a reasonable difference to be had from running 100% coolant at one extreme, which is worse than running pure water at the other end. I'm on 100% coolant at the moment and in hindsight that was a mistake, priority is get brakes and oil cooler fitted before Snetterton rather than sort that out though! Dan that a very very good point!!! Matt@Cosworth thinks my IATs are a tad high as most cars run about +12C on track. I remember I used about 60% ethylene glycol rather than the 25% he recommends in the instructions. I wonder if thats why mine are a tad higher. Never thought of that.
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Lauren it not like theres a big cutoff where power drops. As aor temp increases density goes down so you gradually lose power as temps increase. Also knock resistance goes down as temps increase so timing should be adjusted as temps rise also.
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Will be good to see that data and put the cossy and harrop on the same graphs for comparison. For clarity to others. The 3 datalogs I posted were found from track data for repeated lapping not dyno runs with a fixed fan.
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A chap on the other side, GT86Fun I believe, had some spacers machined to raise the passenger seat permanently for his Mrs.
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Me too, I thought the Harrop would be similar to the Edlebrock. All fair points, and i'm not suggesting you cant build an engine for more power from the Harrop/Edlebrock, but as the difference in IATs between cruising on the road and hammering it on the track become larger you lose consistency because on the road you are putting down 400hp and on the track you might lose 50hp over the course of a couple laps. Personally i'd prefer not to have that - the feeling of losing power would really get on my tits. My SC'd Merc does that. Its well documented that most turbo kits are not great on the track as they lose quite a bit of power with repeat lapping, hence why currently the Rotrex kits are the choice for most trackday goers. I mean there is a reason Cosworth chose to design such large heat exchangers right. I am sure they are aware that most people don't look at IATs when picking an SC kit so the extra cost and complexity was consciously designed into the kit. Hopefully Dan and I can get some logs of the Harrop and Cosworth IATs for a bit fairer comparison in the same conditions at Snetterton.
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