Can you summarise that last couple of posts in layman's terms, Bob? I'm really interested in this mapping business, but you lost me way back!

 

Hi guys. Whats the essential difference between a roller bearing and sleave design turbo?
Bob,when you say the 'new fuel system design' is a relative unknown what exactly has been changed over the STi7?

 

Deep its all changed around the engine bay, having spent alot of time investigating the differences cylinder to cylinder wrt both GDB and GC8 cars in fueling then I can appreciate what they are up to. Still not right though.
Turbo differences are that the true C spec turbo has ball races, more fragile but quicker spooling, the sleeve bearing is just that, two sleeves rotating within each other to keep surface speeds down, The TD05/06 turbos use the same system, its a far tougher bearing system than the ball race one and will stand more abuse, it does spool a bit slower though.

Digressing, I have some pics I want to post up, anyone point me in the direction of a site that allows uploads ?

cheers

bob

 

Bob

Mail them to me I'll host them

To break traction in that corner is cool

For those that don't know the corner it is a 90 degree bend where the camber is ideally suited to flying in and out. You have to give the car some serious abuse or power to lose grip.

Nathan..

 

Cheers Nathan ... YHM

 

Is the C spec only available through Litchfield (which I assume is a non-proper-Subaru importer) and therefore doesn't have proper warranty and harder re-sale, or is it going to come though dealers at some time? Thanks.

 

Bob YHM back


The Spec C is a 'Japanese domestic market' car.

No Subaru dealer here will touch 'JDM' cars yet.

There are however loads of independent specialists who will look after and service the car for you.

Type C also availiable through.

www.dhcars.co.uk

Nathan..

 

Right folks here are some pics.

Car was rolling roaded at PE last Thursday, totally stock, held 1.2 bar boost mid and 0.95 bar boost above 6800 rpm, runs were done in 4th gear, ambient air 23 dgrees intake.


For interest here is the inside, Defi gauges fitted supplied by STi ... have the Sti logo in each.


Car was imported directly from Japan, had the large boot mounted water tank as an extra, note the rear strut brace again from STi.


There is already a fairly large waterspray tank fitted as standard in the engine bay, the rear tank will be in parallel with this.


Finally a general shot of engine bay, the purple wiring is the HKS circle earth kit, fits well in all the right places but expensive.


I've got to the point where the solenoid duty cycles are maxed out, I have a trick to try with the boost control pipework but if that doesn't help it will have to be a three port solenoid to get the duty cycles back in range.

This evening I rescaled the engine load axis on the fuel, ign and cam timing maps somewhat, didn't bother to alter any of the map values ... still v happy on advance multiplier 16 and zero knock learning.

This ecu code is definately less fussy.

cheers

bob

 

Bob, looks great! Any pics of the car itself? Also, I am still confused as to the STi 9, I thought it was an 8? Showing my lack of knowledge!

Mossman

 

Still on the standard exhaust ?

 

I will take some car pics when I get the chance, to be honest by the time I did it was too dark and they don't do it justice, the Sti 8 is the later body shape with the STi7 engine spec, the JDM MY03 has new engine spec inc twin scroll etc and is STi9.

Russell its totally stock except for the strut braces, defi's PSI3 unit and the ecu mapping. And thats how its staying until I'm satisfied that I can't get any more gains, then stage 2 will be an induction and exhaust change then here we go again. I'll probably leave the factory air box inplace to start with and just do the exhaust, then change and benchmark the differences. Once thats done then its into the serious stuff !!

Power/torque was "interesting", on the road it was pulling about 1.3 bar in 4th but still dropping to 0.95, curve shape is good, just needs to be elevated a touch !!!

With the modified boost settings it is now making a bar at 3230, as stock it wouldn't get there untill 3900 rpm (in 4th foot flat from 2000 rpm). The "true" C spec would be better as the ball race turbo spools a bit quicker.


bob

 

Thanks Bob.

 

Bob

I hope you don't mind but... Here are a couple of pics I snapped last weekend. If you want me to take them down let me know.

MY01 compared to MY03 subtle by very noticeable differences.





These tyres are mental

 

Nathan L

What tyres are they?

 

Just watch the video of the spec c flying around the Ring.
It's 28MB, but well worth downloading if you have boardband.

www.litimports.co.uk/subaru/stijapc.html

 

Tyres are Bridgestone RE070.

Not sure if they're available in Europe yet.

Nathan..

 

Bob - can you explain the difference the earthing kit makes? I thought (obviously mistakenly) this was only applicable to the classic models?

 

Bridgestone RE070's aren't in general manufacture AFAIK, until they can find enough demand for them. They're a bespoke tyre for the Spec C.

Just to clear up the STi version numbering question which has cropped up a couple of times in this thread : the bug-eye MY01 STi was known as the 7, and the MY02 STi the 8 in Japan, though we in the UK generally refer to the 01's and 02's as a STi7. So technically the 03 STi is a 9 although we all call it an 8. Hope this helps !

 

RE070's are not only for the C Spec.

My MY03 JDM WRX STi came with them on.

 

Spec C in EVO mag this month

 

Cheers Nathan thanks for that, I'll take one of the front to show the splitter and mail it for upload.

Earthing mod ... well its my view that its a good thing on whatever car you have and the "new age" cars do have a slight reputation for poor earthing especially with respect to ignition interference.

bob

 

How come Jap cars don't have S U B A R U on the boot?

 

How much are Spec C's? Also anyone got some interior pics?

 

Bob, can you briefly explain what the symptoms / benefits are in real terms? I've read a few threads on this before and am still none the wiser

 

The ground mod basically levels the "ground plane", by connecting different parts of the engine/chassis to the battery negative it eliminates (reduces) the potential difference around the engine bay, that means that sensors provide more accurate values to the ecu as they rely on the ground being 0 volts, if its not then the input will not be correct. It also can catch some interference issues caused by the ignition system, you would be v suprised at how much "noise" there can be, this is particularly true of MY97 cars and the MY01 WRX.

bob

 

Bit more of an update, I installed a three port, that makes a noticeable difference and I have had to lower the start duty values for wastegate solenoid, pulls very well now, still need to play with the first and second gear wastegate values as I can "only" get about 1.35 bar in 2nd and 1.2 in first, spooling really hard though and 1 bar in 4th lowered nicely.

Still need to look at fueling properly but that will have to wait for a couple of days.

I think I'm getting to the end of the std exhaust and induction setup, car won't generate any more gains above 6k in real terms so clearly quite constricted, sort the fueling then rolling road again then time for change.

 

Sounds good. Been umming and ahhing about 3 port solenoid. Is it worth bothering while I'm still on the TD04? Also how much / from where?