Mark@Abbey M/S

Edelbrock Twin Screw SC kit for the FA20 cars. has been released pre orders being taken. https://www.youtube.com/embed/I46b_vzMdW0 The SC unit is the same make as the Cosworth unit but the next size up so more head room for more power Eaton 1320 TVS Price including shipping (NOW) With ECUTEK tuner cable and base tune £4548.33 inc vat (for UK fuel in different specs) Without ECUTEK tuner cable and base tune £3944.38 inc vat Shipping wont be to expensive the more we ship the cheaper it should get. any questions ask away Our kit should be shipped within the next 2 weeks we hope. Better get on with the NA tuning development.

Same SC unit as used by Harrop on there SC kit for the FA20; Both give around the same figures; We have a Harrop kit @ Abbey Motorsport ready for fitment.

Sorry for the delays replying , the 350 collector wont fit on the RHD cars , ACE have been trying to make the 350 Collector fit on the orginal primaries but it cant be done. So we are waiting for a complete redesign of the primaries to allow the 350 Collector to be worked into the Header design. Been told around 10 weeks wait.....maybe time to got FI again for a while I feel. I tuned car last week with the HKS headers with a HFC fitted , fully de-catted and exhaust system; Torque curve is below from the dyno; BLUE totally stock car GREEN bolt on parts no tune RED Green + Abbey ECUTEK tune

350 collector is meant to be shipping before our Christmas holidays It doesn't without careful tuning , when you fit the headers the car still sees the normal torque dip (green plot)

Been playing with NA cars still on our in house dyno, using HKS header with HFC fitted; Dyno plot below is the dyno plots of a stock car v HKS header/de-cat/exhaust system(no tune) and tuned with ECUTEK BLUE STOCK CAR GREEN BOLT ONS (HKS manifold with HFC/decat pipe/exhaust system) RED BOLT ONS + ECUTEK TUNE We hope the ACE header (manifold) with the 350 Collector will work even better when it arrives.

I run triple adjustable AST on my 350Z race car , very very good , Curtis is a good chap as well.

Really needs going on a alignment rig and getting the specs the car is running;

Inner edge I presume is wearing , what are the camber angle set to please? thanks

My 2 pence worth being the tuner of the car in question: Yes we see high IAT's but with the excellent EcuTek software we are able to work on this small problem. Other cars sold by manufacturers also see what most people will say are high IAT's. I agree that an air to air charge cooler would be the best way but the set up off the twin screw SC like the Sprintex/Cosworth/Harrop and the Edelbrock doesn't allow this system to be fitted and all these SC systems but the gains from a positive charge SC is worth the side effects of water to air charge coolers. Everyone thinks the lowest IAT is the best but the lower the IAT the harder it is to get the fuel to atomise the ideal temp is around 25/35 degree C for the best mixing of the fuel and compressed air. What we have with the FA20 motor with the DI (direct injection) is a very effective way of lowering the temperature of the charged air before compression we can when tuning these motors csn change the position and quantity of the injection of fuel to help cool the charged air. We can quantify this as running less fuel on the DI will cause a higher amount of noise from the detonation sensors. The added gain of a SC is also the lack of restriction after the engine cycle where as a turbo has the sequence of the of exhaust gas driving by the turbo charged causing high pressure in the exhaust port which can cause issues with back filling the cylinders. One thing I like about positive displacement SC is the instant response, Jordan's car is unbelievable at lower rpms truly inspiring. One thing thou with regards water injection the latest BMW has it fitted as standard think it is the M2 I doubt BMW will use it fix an issue with careful and control usage it is an very good system to aid combustion and enhanced gains. this was typed on my I phone so I may have to correct some spelling and grammar later on. thanks

Well kit is here, looks real nice like the Cosworth and Sprintex SC kits do; No need to remove the front bumper to fit the charge cooler radiator. Water pipes very neat and no coolant reservoir, the coolant is held in the back of the charger cooler assemblies; Comes fitted with a post charger IAT sensor already fitted; Just need time to get it fitted and tuned now ;-)

Okay finally got our demo car back on our in house dyno last week; Ran the ACE headers with the 250 collector in the over pipe; 350 collectors wont fit on our RHD cars at the moment Gave awesome top end numbers but still has the torque dip , seems the Yanks can have the 350 header on there LHD cars us RHD owners can have the 350 header yet......but it is being worked on; Couple of dyno plots for you guys; DONT TAKE ANY NOTICE OF THE HEADER ON THE DYNO PLOTS it is FLYWHEEL bhp it is HUB BHP Stock car versus our car ACE 4-2-1 with 250 collector no 2nd cat and resonated Cobra exhaust system PURPLE ACE HEADER with 250 Merge collector/2nd cat de-cat pipe and Cobra Resonated systemGREEN totally stock car PURPLE same as aboveYELLOW HKS HEADERS with the same set up after headers We say about 250 and 350 collectors the below picture shows the difference; We are waiting for a 350 collector designed for our RHD cars. we are getting there , the cal files can still be worked on to help output but these dyno plots give the general idea;

dip stick tube o-ring can cause issues, normally get a plume of smoke and the oil burnt smell after braking hard;

We can transfer the tune across to the buyer Free of charge as long at they have a ECUTEK license already; (tune will be made safer to be loaded into the car before any E-tuning or dyno work) You need a small piece of wiring to allow the Abbey IAT kit to be swapped over. This kit has a 43mm restrictor that will give between 230/250 hub bhp depending on the other parts used on the build. We can supply the stock size HKS restrictor if needed.

we use a 0-30 W oil in our track car set up anything thicker will cause more pressure drop at high RPM we have found.

In the depths of Abbey Motorsport Ltd dyno room we have been working away on developing the GT86?BRZ one of the developments is an Oil pressure trip for these FA20 motor s, nothing new but just needed to developed for these cars. It also allowed us to look into the oil pressure on these motors , anyone with an oil pressure gauge will see there is big fluctuation in cold to hot oil temp. We have found a few items on the motor that can be worked on to fix these issues also we have noticed that engine revs has an influence with oil pressure. here is a datalog from a built FA20 with Abbey tweaks on the oiling system when run on our dyno this week. With the inputted oil pressure into the RaceRom feature of the EcuTek International Ltd software we can add a fuel cut to limit the motor if the oil pressure drops below a calibrated number with a RaceRom map , this allows us to basically limit the car if the oil pressure is below the level we are happy with.we added a delay on the fuel cut happening to allow for transition area's. Something to help look after these FA20 motors when used on the circuits

The ECUTEK software allows you to feed a 0-5 v signal back into the ECU via rear lambda or CPC inputs, we use this too input oil pressure or fuel pressure then using the powerful RACEROM tools we configure maps to allow low oil pressure to trip a rev limiter if the parameters are below what we want.

We measure oil pressure in the same position as the stock oil pressure sender unit; we measure oil pressure after the oil cooler we saw approx 4 to 5 psi pressure drop. Running a 21 row -10 oil cooler. We put a oil temp temp limp on our Ecutek remap anything over 130deg C the car is RPM limited; give the drivers a good pre warning something isn't right. The oil pressure on this motor with the Abbey tweaked oil ways at 100deg C + is very very good , actually has less pressure drop off at the top end than when the oil is colder; We now know thicker oil causes more pressure drop off as well. I

stock GT86 max power at 6800rpm; That's why we set the rev limiter to around 7300 rpm. Issue with revving these motors harder; 1, valve spring specification; 2, crankcase issue with oil being churned around at high revs (engine breathing) 3, engine componets 4, piston speeds

Tomei unequal header and PTuning header for development on the Abbey Motorsport in house Dynapack! Will put these up agaisnt the HKS header already on our Demo GT86.

We have been organising a trackday with Gold Track on the SIlverstone GP circuit to remember the great Jamie Madden and to aid his young family in these hard time's after his passing; Will be a good day out and will also be good to help Jamie's Family out.any questions ask away

We have a set of Brand New Eibach Pro Spring kit (cancelled order) We would like to move these on we can do these at £220-00 inc vat + postage any questions ask away

Okay finally found a good stock oil sump baffle plate; Drain the oil , drop the stock sump off, clean the mounting faces , fit the below baffle refit the sump; better control off oil surge. Cost £145-00 inc vat Can do a group buy if I get 10 orders I can these for £140-00 inc vat

Can everyone send me a email to mark@abbeymotorsport.co.uk please regarding these; full contact name and address (contact phone number) for the people I don't already have as customers I will get them out this week I hope. thanks

Ok thanks for that information. But from what I have read the calibration files are only for a stock exhaust or a Cosworth system? Stock headers still fitted? How many people have either a stock system or a Cosworth system fitted? Everyone will be having there own calibrations tuned I feel. GT86owner, you finally brought a SC kit yet? Thanks again

Looks like Adrian is supplying a map himself and it seems not even someone in Cosworth knows this....;-( I have heard there are big change arounds going on at Cosworth as well. can we guide this thread back online please; Looking forward to running both a Cosworth full kit and a Edelbrock on our in house dyno for data and power figures.