Jay m A
25 April 2005, 12:47
Hi all,
This project has been running day to day on SurreyScoobies (http://www.surreyscoobies.co.uk) and 22B.com (http://bbs.22b.com/cgi-bin/ultimatebb.cgi), I thought I'd wait a bit on here and post a full write up.
In December 2004 I purchased a MY95 STI RA from a fellow scoobynetter on here. The guy had used it for trackdays and had modified it accordingly.
It has:
AST coilovers (as used on T25) with track springs
Subaru 4 pots with DBA 2 piece disks
Whiteline lower 4 point front brace, anti-lift kit, 22mm front ARB, 24mm adjustable rear ARB, solid links
Engine wise:
STI panel filter
TSL full group N decat exhaust
MY97 MAP sensor
ScoobyECU custom mapped for UK fuel, holding about 1.1 bar.
My reason for purchase was to go back to running one car as a daily driver and track car, for the last year or so I had been running a Westfield for track, with a standard MY94 WRX wagon for the local commute. A recent change in family circumstances had more effect on the Westy’s usage than planned, in fact last year it came out of the garage 6 times, 2 of which were trackdays. Not much return on £10k’s worth of car in the garage. So the wagon was sold, my fiancée traded her Golf GTI for an A6 Avant (one of the reasons why she’s so special – ahh) and the RA was purchased. The Westy will be up for sale very shortly when the weather (demand) picks up. Proceeds of the sale will pay off the mods, the rest never to be seen again (wedding fund).
Now the Westy is a devastating tool, a well setup one (spring rate chosen and the car corner weighted by the chief Terry Nightingale mechanic) like mine is an absolute weapon on track, even in my relatively amateur hands ;) With an SBD tuned vauxhall XE engine (2.0 litre N/A – 208 BHP) its power to weight is around 285/ton with driver. All the evidence points to 0-100mph in 10 seconds dead.
Now, ever since owning performance cars, I have always progressed up the PTW division, so the aim of this project is to at least match that PTW with the RA, and get it under 10 secs to 100mph.
Pics of the car as purchased
http://server2.uploadit.org/files/jaymawrx-RA1.jpg
http://server2.uploadit.org/files/jaymawrx-EBpreFMIC.jpg
After months of research, and years of posting on here, I chose a spec that would not only try to push the limits of the Td05 turbo and gearbox, but would take a lot more than that when I wish to upgrade the turbo. For a budget too ;)
So phase 1, how much can I get out of a 90 degree TD05, and how good is the STI RA gearbox?
Phase 2 will be turbo and gearbox upgrade.
Parts obtained:
H&S open neck 3" downpipe - wrapped.
Revolution 3" centre section and back box
Hybrid FMIC
Forge recirc DV
K+N induction kit
Walbro 190 LPH fuel pump
550cc injectors and adaptors
FSE regulator
Knocklink
AFR meter
NGK PFR7 plugs
Megan headers / uppipe and wrap
Apexi PFC
I also had on the list:
Parallel fuel rails mod
Lose carbon canister
Oil catch tank
Cold air box for K+N
At the end I will cost the mods.
The Plan
Being a daily driver, getting all these mods on was going to be a hell of a task, perhaps splitting it over 2 weekends and running off boost to work etc for a while. My suggestion of dedicating 2 weekends back to back in my garage didn’t go down to well in the family home, coupled with the fact that although I have swapped brakes, turbos etc in the past, and having a good knowledge of everything under the bonnet - the thought of cutting fuel lines, chopping metal for the FMIC and getting it running for the Monday commute was a bit daunting. I’d been chatting to TweenieRob for a while and when he suggested he could do it in a day with me helping out, I jumped at the chance. He gave me a reduced rate due to my labour – and being a willing apprentice I would learn even more about the car and gain first hand knowledge – result!! :)
I then chatted to Andy.F about setting a date for mapping, and as luck would have it he could fit me in the weekend after visiting Robs. All was happy in the household upon my revised schedule of all day Saturday at Robs, then half a day Sunday the following weekend. But of course I’ll have to be in the garage during the evenings dear, preparing and all that ;)
Wrapping the headers:
http://server3.uploadit.org/files/jaymawrx-Meganwrapped1.jpg
http://server3.uploadit.org/files/jaymawrx-Meganwrapped2.jpg
By far the No.1 job I never wish to do again, the Itchy and Scratchy Show, lol
After a week of drying out the wrap, I sprayed them with VHT paint.
AFR meter and extended knocklink LEDs, in a PE corner mount A pillar pod:
http://server2.uploadit.org/files/jaymawrx-AFRKL1.jpg
Autometer AFR gauge was ordered from the States, modified (by them) so it reads 0.78V to 0.98V in 0.01V steps (instead of the usual 0 to 1.0V in .05 steps) which means more resolution on boost (even though the OE lambda sensor isn't at its best in this range) but more importantly no light show at night on cruise!
KL LEDs are ultrabrite 5mm, from RS.
I also managed to swap over the Revolution centre section and back box, an easy 20min job between putting the nipper to bed and sunset.
The apprentice
Then went to Robs with my newly purchased toolkit, I did wonder what his initial thoughts were when this white collar worker handed bloke turned up, with his shiny ratchet spanners lol. Hopefully his mind was eased upon me putting on my oily boiler suit with a million bits of fibreglass from the wrap decorating the outside :D
Rob got on with the headers, fuel mods and mounting the FMIC - whilst I did the spark plugs, fuel pump, new fuel filter, downpipe and FMIC pipework adjustment. And popped to the shops for coolant, tie wraps, PTFE tape etc!
Parallel fuel mod:
http://server3.uploadit.org/files/jaymawrx-ParallelFuel.jpg
Note the extra 'T' piece for the 5th injector. An oversight on my part having bought only 2, but the ever resourceful Rob had a spare. The fuel line required was 3m of 5/16 ID high pressure line – sometimes labelled injection line. The brass ‘T’ pieces were 8mm as ordered from Rally design – I think that is OD.
FPR fitted, set to 2 bar atmos.
I also persuaded Rob to replace a leaking cam cover gasket, which is where the project turned sour :(
Cam (rocker) cover:
http://server3.uploadit.org/files/jaymawrx-RockerCover.jpg
Heads:
http://server3.uploadit.org/files/jaymawrx-Cams.jpg
Looking at the head, it is phase 1.5 instead of phase 1. You can tell the difference by comparing the design of the coilpack locator thread flange. If it is designed for the phase 1 inner cam cover seal, it completely surrounds the thread as well as the rest of the cover. The seal should look like a small O ring offset and joined to a larger O ring.
On the phase 1.5 heads as seen above there is no complete seal around the thread, looking at the inner cam cover seal - it looks like one large wonky O ring without the smaller O ring inside it.
So, heads not original. Worse to come, you can see the cams have over bucket shims, so not STI :mad: In fact it is more than likely Uk/WRX MY97/8 heads. Which of course points to the engine. Rob pointed out it isn’t closed deck by inspection of the casting on the block, so the block isn’t original either!! So at this very point in time I do not know if I have forged pistons or not, yet the car was sold to me as an STI. And of course the reasons why these older STI’s hold their value and are sought after, is not only for the DCCD but for the CDB and 8k rpm valvetrain / pistons. The heart of the early STI.
Anyway, show must go on, Headers were a good fit, the OS rad mount needed attention, as did the wiring around there. Engine had to be jacked up a bit to get the one piece headers on. They also just touch the sump on the NS front.
FMIC fitting needed the help of the angle grinder, to open up a hole in the OS inner wing, also metalwork had to be cut / bent to help the pipework to the end tanks. It’s a tight fit between cambelt covers and rad:
http://server3.uploadit.org/files/jaymawrx-Tightpipe.jpg
Dump valve fitting:
http://server3.uploadit.org/files/jaymawrx-DVsamcos.jpg
Using a Forge recirc I needed:
Samco 35mm elbow
Samco 35mm to 25mm straight reducer
Approx 400mm of 25mm pipe, all bought 2nd hand from members on 22B.com
The turbo outlet FMIC pipework had to be butchered to fit and a Samco 48mm elbow needed too. Many thanks to Delboy's Hybrid FMIC thread for the heads up there. Also though, and I think not mentioned elsewhere, I also had to cut the final 30mm off the inlet manifold FMIC pipe, since the phase 1 inlet manifold sits closer to the bulkhead than the later types, I'm sure this pipework is based on MY99.
Engine bay after:
http://server3.uploadit.org/files/jaymawrx-EBwithFMIC.jpg
Apart from the major disappointment with the engine, 2 hitches came up - a leaking injector which was time consuming to find, especially since the IC pipework I had lovingly massaged into place had to come back off. Also the bumper cutting was laborious to say the least. We worked well into the night to get it fitted, not ideal conditions for bodywork alterations. The bumper was on, but needed tidying. Considering it was now midnight I suggested to Rob I’d do that at a later date :p
I can wholeheartedly recommend Rob for all things Subaru, he is also handy with Skylines too :)
The 50 mile drive home was freezing. Window open and no heater on to avoid ingesting exhaust wrap fumes, got a few strange looks from people at South Mimms BP garage - as smoke bellowed from the now redundant bonnet scoop upon my arrival, and subsequent 1 minute idle cooldown. Quite busy for 1am...
On my return I noticed the AFR wasn’t reading anything and the car was hunting at idle. Next day I measured the lambda voltage, flatline at 0.3 V hot or cold – didn’t survive the journey from the OE headers to the downpipe. New Bosch one ordered from API.
Pre Map
A few things were left to do. Lambda sensor arrived next day and fitted, then I could sort out the hot idle. I re-adjusted the fuel pressure to 1.6 bar atmos and the car idled smoother, AFR’s OK.
I had removed the carbon canister, but needed to do the breathers. Sourced some off-cut silicone pipe from work, and with some 15mm copper elbows blanked off the inlet pipe, VTA’d the PCV valve and the cam covers, basically using the same method as Graham (911) but without a catch can.
Bumper back off to tidy it up, FMIC looking purposeful…
http://server2.uploadit.org/files/jaymawrx-FMICbumpOff.jpg
Added a cold air feed:
http://server2.uploadit.org/files/jaymawrx-ColdAirFeed.jpg
I didn’t have enough time to fit the cold air box, but chatting to Andy it would be OK for the 4th gear mapping runs considering the cold air feed, he recommended I remove the OS headlight trim on the bumper for good ambient flow to the filter at speed.
Pic of the front of the car:
http://server3.uploadit.org/files/jaymawrx-Front1.jpg
Bumper now as good as I can manage (which I think is pretty good), also temporary position for number plate - I have a square one being made which I will fit EVO style over the NS foglight cover.
Removed the spark plugs to re gap to 0.5mm on Andy.F’s advice, on inspection they were a nice tan colour, I’d done about 50 miles since the FPR re-adjustment, so looking good – no signs of the injector leak we had a week ago returning.
Mapping session
Then drove 150 miles off boost to meet Andy just north of Birmingham, car did 28 mpg! Andy didn’t bring the weather with him from Scotland, it was a lovely sunny day ;) Andy got on with his stuff, did his checks and set the FPR at 3.1 atmos.
During the first few runs Andy noticed something strange with the car, boost was pulsing trying to hit target. It turned out to be the pre97 Apexi ECU not reading the MY97 MAP sensor correctly. Looked like this mapping session was going to end early, but I had brought my trusty Dawes device with me, as well as all my tools, I’m sure my shiny ratchet spanners impressed Andy as much as it did Rob ;) :D
So after a quick bit of fettling under the bonnet we were up and away, an hour or so later we had a happy ECU holding a rock steady 1.4 bar. This was according to my Lamco boost gauge, the Apexi fooled by the MAP thought it was 0.95 bar.
At one stage, one of the IC hoses popped off (and it was a big POP) at approx 70mph (I think :)) in the outside lane of the M6, which caused the engine to die. Andy, cool as you like just said "A hose has popped, no bother" as I coasted to the hard shoulder thinking "I've just killed my engine, I've just killed my engine, I've just killed... etc" As predicted, it was one of the cut and shut joins, hence no rounded barb on the end. With the jubilee clip now a bit more FT than previous, no more incidents occurred, home in time for tea :) I certainly enjoyed the drive home, as I did the mapping, Andy is very easy to work with, the way he explained things was easy to understand, even when my mind was focussed on not rear ending the car in front. Now I have to get used to reading the commander, although I won’t be changing ANYTHING – that’s why I drove half the length of the country, lol BTW the mapping session and drive home returned 23 mpg! Amazing.
However, because of the Dawes, I cannot switch between 4 different boost settings, which is something that appeals to me. I need ‘missus mode’. So it seems my next purchase will be the Apexi MAP sensor and BCS (you have to buy then as a pair, even though I don’t need the BCS), then I can alternate between boost targets.
I also need to play with the Forge recirc spring setting, I'm getting a bit of judder when lifting off in gear from mild acceleration, I think the recirced air is pushing back past the MAF.
It doesn't stop here!
May I say thanks to all the people I have PM’d over the last few months, also those of you whose projects have inspired me to go this route :) there are too many to list, but special thanks to Harvey, TweenieRob and Andy.F.
Also many thanks to Steve (ScoobyDuck on 22B) for reading the ScoobyECU’s rev limit, the info pretty much proves the previous owner was aware of the non-STI engine, The person who did the ScoobyECU map is also co-operating too, with both these persons info, legal advice is being sought regarding a partial refund against a fellow Scoobynetter. If he is reading this, I WILL be in touch.
I will get a full costing listed soon, I will also try and get the car RR’d ASAP, the 550’s were on 90% duty cycle, FPR set at 3.1 atmos at idle so hopefully the power is up there…
Justin :)
This project has been running day to day on SurreyScoobies (http://www.surreyscoobies.co.uk) and 22B.com (http://bbs.22b.com/cgi-bin/ultimatebb.cgi), I thought I'd wait a bit on here and post a full write up.
In December 2004 I purchased a MY95 STI RA from a fellow scoobynetter on here. The guy had used it for trackdays and had modified it accordingly.
It has:
AST coilovers (as used on T25) with track springs
Subaru 4 pots with DBA 2 piece disks
Whiteline lower 4 point front brace, anti-lift kit, 22mm front ARB, 24mm adjustable rear ARB, solid links
Engine wise:
STI panel filter
TSL full group N decat exhaust
MY97 MAP sensor
ScoobyECU custom mapped for UK fuel, holding about 1.1 bar.
My reason for purchase was to go back to running one car as a daily driver and track car, for the last year or so I had been running a Westfield for track, with a standard MY94 WRX wagon for the local commute. A recent change in family circumstances had more effect on the Westy’s usage than planned, in fact last year it came out of the garage 6 times, 2 of which were trackdays. Not much return on £10k’s worth of car in the garage. So the wagon was sold, my fiancée traded her Golf GTI for an A6 Avant (one of the reasons why she’s so special – ahh) and the RA was purchased. The Westy will be up for sale very shortly when the weather (demand) picks up. Proceeds of the sale will pay off the mods, the rest never to be seen again (wedding fund).
Now the Westy is a devastating tool, a well setup one (spring rate chosen and the car corner weighted by the chief Terry Nightingale mechanic) like mine is an absolute weapon on track, even in my relatively amateur hands ;) With an SBD tuned vauxhall XE engine (2.0 litre N/A – 208 BHP) its power to weight is around 285/ton with driver. All the evidence points to 0-100mph in 10 seconds dead.
Now, ever since owning performance cars, I have always progressed up the PTW division, so the aim of this project is to at least match that PTW with the RA, and get it under 10 secs to 100mph.
Pics of the car as purchased
http://server2.uploadit.org/files/jaymawrx-RA1.jpg
http://server2.uploadit.org/files/jaymawrx-EBpreFMIC.jpg
After months of research, and years of posting on here, I chose a spec that would not only try to push the limits of the Td05 turbo and gearbox, but would take a lot more than that when I wish to upgrade the turbo. For a budget too ;)
So phase 1, how much can I get out of a 90 degree TD05, and how good is the STI RA gearbox?
Phase 2 will be turbo and gearbox upgrade.
Parts obtained:
H&S open neck 3" downpipe - wrapped.
Revolution 3" centre section and back box
Hybrid FMIC
Forge recirc DV
K+N induction kit
Walbro 190 LPH fuel pump
550cc injectors and adaptors
FSE regulator
Knocklink
AFR meter
NGK PFR7 plugs
Megan headers / uppipe and wrap
Apexi PFC
I also had on the list:
Parallel fuel rails mod
Lose carbon canister
Oil catch tank
Cold air box for K+N
At the end I will cost the mods.
The Plan
Being a daily driver, getting all these mods on was going to be a hell of a task, perhaps splitting it over 2 weekends and running off boost to work etc for a while. My suggestion of dedicating 2 weekends back to back in my garage didn’t go down to well in the family home, coupled with the fact that although I have swapped brakes, turbos etc in the past, and having a good knowledge of everything under the bonnet - the thought of cutting fuel lines, chopping metal for the FMIC and getting it running for the Monday commute was a bit daunting. I’d been chatting to TweenieRob for a while and when he suggested he could do it in a day with me helping out, I jumped at the chance. He gave me a reduced rate due to my labour – and being a willing apprentice I would learn even more about the car and gain first hand knowledge – result!! :)
I then chatted to Andy.F about setting a date for mapping, and as luck would have it he could fit me in the weekend after visiting Robs. All was happy in the household upon my revised schedule of all day Saturday at Robs, then half a day Sunday the following weekend. But of course I’ll have to be in the garage during the evenings dear, preparing and all that ;)
Wrapping the headers:
http://server3.uploadit.org/files/jaymawrx-Meganwrapped1.jpg
http://server3.uploadit.org/files/jaymawrx-Meganwrapped2.jpg
By far the No.1 job I never wish to do again, the Itchy and Scratchy Show, lol
After a week of drying out the wrap, I sprayed them with VHT paint.
AFR meter and extended knocklink LEDs, in a PE corner mount A pillar pod:
http://server2.uploadit.org/files/jaymawrx-AFRKL1.jpg
Autometer AFR gauge was ordered from the States, modified (by them) so it reads 0.78V to 0.98V in 0.01V steps (instead of the usual 0 to 1.0V in .05 steps) which means more resolution on boost (even though the OE lambda sensor isn't at its best in this range) but more importantly no light show at night on cruise!
KL LEDs are ultrabrite 5mm, from RS.
I also managed to swap over the Revolution centre section and back box, an easy 20min job between putting the nipper to bed and sunset.
The apprentice
Then went to Robs with my newly purchased toolkit, I did wonder what his initial thoughts were when this white collar worker handed bloke turned up, with his shiny ratchet spanners lol. Hopefully his mind was eased upon me putting on my oily boiler suit with a million bits of fibreglass from the wrap decorating the outside :D
Rob got on with the headers, fuel mods and mounting the FMIC - whilst I did the spark plugs, fuel pump, new fuel filter, downpipe and FMIC pipework adjustment. And popped to the shops for coolant, tie wraps, PTFE tape etc!
Parallel fuel mod:
http://server3.uploadit.org/files/jaymawrx-ParallelFuel.jpg
Note the extra 'T' piece for the 5th injector. An oversight on my part having bought only 2, but the ever resourceful Rob had a spare. The fuel line required was 3m of 5/16 ID high pressure line – sometimes labelled injection line. The brass ‘T’ pieces were 8mm as ordered from Rally design – I think that is OD.
FPR fitted, set to 2 bar atmos.
I also persuaded Rob to replace a leaking cam cover gasket, which is where the project turned sour :(
Cam (rocker) cover:
http://server3.uploadit.org/files/jaymawrx-RockerCover.jpg
Heads:
http://server3.uploadit.org/files/jaymawrx-Cams.jpg
Looking at the head, it is phase 1.5 instead of phase 1. You can tell the difference by comparing the design of the coilpack locator thread flange. If it is designed for the phase 1 inner cam cover seal, it completely surrounds the thread as well as the rest of the cover. The seal should look like a small O ring offset and joined to a larger O ring.
On the phase 1.5 heads as seen above there is no complete seal around the thread, looking at the inner cam cover seal - it looks like one large wonky O ring without the smaller O ring inside it.
So, heads not original. Worse to come, you can see the cams have over bucket shims, so not STI :mad: In fact it is more than likely Uk/WRX MY97/8 heads. Which of course points to the engine. Rob pointed out it isn’t closed deck by inspection of the casting on the block, so the block isn’t original either!! So at this very point in time I do not know if I have forged pistons or not, yet the car was sold to me as an STI. And of course the reasons why these older STI’s hold their value and are sought after, is not only for the DCCD but for the CDB and 8k rpm valvetrain / pistons. The heart of the early STI.
Anyway, show must go on, Headers were a good fit, the OS rad mount needed attention, as did the wiring around there. Engine had to be jacked up a bit to get the one piece headers on. They also just touch the sump on the NS front.
FMIC fitting needed the help of the angle grinder, to open up a hole in the OS inner wing, also metalwork had to be cut / bent to help the pipework to the end tanks. It’s a tight fit between cambelt covers and rad:
http://server3.uploadit.org/files/jaymawrx-Tightpipe.jpg
Dump valve fitting:
http://server3.uploadit.org/files/jaymawrx-DVsamcos.jpg
Using a Forge recirc I needed:
Samco 35mm elbow
Samco 35mm to 25mm straight reducer
Approx 400mm of 25mm pipe, all bought 2nd hand from members on 22B.com
The turbo outlet FMIC pipework had to be butchered to fit and a Samco 48mm elbow needed too. Many thanks to Delboy's Hybrid FMIC thread for the heads up there. Also though, and I think not mentioned elsewhere, I also had to cut the final 30mm off the inlet manifold FMIC pipe, since the phase 1 inlet manifold sits closer to the bulkhead than the later types, I'm sure this pipework is based on MY99.
Engine bay after:
http://server3.uploadit.org/files/jaymawrx-EBwithFMIC.jpg
Apart from the major disappointment with the engine, 2 hitches came up - a leaking injector which was time consuming to find, especially since the IC pipework I had lovingly massaged into place had to come back off. Also the bumper cutting was laborious to say the least. We worked well into the night to get it fitted, not ideal conditions for bodywork alterations. The bumper was on, but needed tidying. Considering it was now midnight I suggested to Rob I’d do that at a later date :p
I can wholeheartedly recommend Rob for all things Subaru, he is also handy with Skylines too :)
The 50 mile drive home was freezing. Window open and no heater on to avoid ingesting exhaust wrap fumes, got a few strange looks from people at South Mimms BP garage - as smoke bellowed from the now redundant bonnet scoop upon my arrival, and subsequent 1 minute idle cooldown. Quite busy for 1am...
On my return I noticed the AFR wasn’t reading anything and the car was hunting at idle. Next day I measured the lambda voltage, flatline at 0.3 V hot or cold – didn’t survive the journey from the OE headers to the downpipe. New Bosch one ordered from API.
Pre Map
A few things were left to do. Lambda sensor arrived next day and fitted, then I could sort out the hot idle. I re-adjusted the fuel pressure to 1.6 bar atmos and the car idled smoother, AFR’s OK.
I had removed the carbon canister, but needed to do the breathers. Sourced some off-cut silicone pipe from work, and with some 15mm copper elbows blanked off the inlet pipe, VTA’d the PCV valve and the cam covers, basically using the same method as Graham (911) but without a catch can.
Bumper back off to tidy it up, FMIC looking purposeful…
http://server2.uploadit.org/files/jaymawrx-FMICbumpOff.jpg
Added a cold air feed:
http://server2.uploadit.org/files/jaymawrx-ColdAirFeed.jpg
I didn’t have enough time to fit the cold air box, but chatting to Andy it would be OK for the 4th gear mapping runs considering the cold air feed, he recommended I remove the OS headlight trim on the bumper for good ambient flow to the filter at speed.
Pic of the front of the car:
http://server3.uploadit.org/files/jaymawrx-Front1.jpg
Bumper now as good as I can manage (which I think is pretty good), also temporary position for number plate - I have a square one being made which I will fit EVO style over the NS foglight cover.
Removed the spark plugs to re gap to 0.5mm on Andy.F’s advice, on inspection they were a nice tan colour, I’d done about 50 miles since the FPR re-adjustment, so looking good – no signs of the injector leak we had a week ago returning.
Mapping session
Then drove 150 miles off boost to meet Andy just north of Birmingham, car did 28 mpg! Andy didn’t bring the weather with him from Scotland, it was a lovely sunny day ;) Andy got on with his stuff, did his checks and set the FPR at 3.1 atmos.
During the first few runs Andy noticed something strange with the car, boost was pulsing trying to hit target. It turned out to be the pre97 Apexi ECU not reading the MY97 MAP sensor correctly. Looked like this mapping session was going to end early, but I had brought my trusty Dawes device with me, as well as all my tools, I’m sure my shiny ratchet spanners impressed Andy as much as it did Rob ;) :D
So after a quick bit of fettling under the bonnet we were up and away, an hour or so later we had a happy ECU holding a rock steady 1.4 bar. This was according to my Lamco boost gauge, the Apexi fooled by the MAP thought it was 0.95 bar.
At one stage, one of the IC hoses popped off (and it was a big POP) at approx 70mph (I think :)) in the outside lane of the M6, which caused the engine to die. Andy, cool as you like just said "A hose has popped, no bother" as I coasted to the hard shoulder thinking "I've just killed my engine, I've just killed my engine, I've just killed... etc" As predicted, it was one of the cut and shut joins, hence no rounded barb on the end. With the jubilee clip now a bit more FT than previous, no more incidents occurred, home in time for tea :) I certainly enjoyed the drive home, as I did the mapping, Andy is very easy to work with, the way he explained things was easy to understand, even when my mind was focussed on not rear ending the car in front. Now I have to get used to reading the commander, although I won’t be changing ANYTHING – that’s why I drove half the length of the country, lol BTW the mapping session and drive home returned 23 mpg! Amazing.
However, because of the Dawes, I cannot switch between 4 different boost settings, which is something that appeals to me. I need ‘missus mode’. So it seems my next purchase will be the Apexi MAP sensor and BCS (you have to buy then as a pair, even though I don’t need the BCS), then I can alternate between boost targets.
I also need to play with the Forge recirc spring setting, I'm getting a bit of judder when lifting off in gear from mild acceleration, I think the recirced air is pushing back past the MAF.
It doesn't stop here!
May I say thanks to all the people I have PM’d over the last few months, also those of you whose projects have inspired me to go this route :) there are too many to list, but special thanks to Harvey, TweenieRob and Andy.F.
Also many thanks to Steve (ScoobyDuck on 22B) for reading the ScoobyECU’s rev limit, the info pretty much proves the previous owner was aware of the non-STI engine, The person who did the ScoobyECU map is also co-operating too, with both these persons info, legal advice is being sought regarding a partial refund against a fellow Scoobynetter. If he is reading this, I WILL be in touch.
I will get a full costing listed soon, I will also try and get the car RR’d ASAP, the 550’s were on 90% duty cycle, FPR set at 3.1 atmos at idle so hopefully the power is up there…
Justin :)