The louder the better

 

That saves me spending on a better induction kit if you already fitted one. Looks like that will be my max power until I fit a 2.1 stroker some time.

Mark, what sort of power and torque would I expect from a 2.1 with MD321H?

Anders

 

Absolutely nothing to do with the uppipe design.
If you guys are running around 400 bhp with inner wing filters I suggest you fit a bigger filter and find out what happens.

One uppipe design will not cater for a range of specifications which is why I actually have four uppipe designs. The trick is in selecting the right uppipe. During the substantial testing what we did find was that the air filter size had to be increased.

 

Cheers Harvey - food for thought as ever

(although still doesn't explain why on dyno runs on same day before and after fittng your up-pipe I experienced a slight drop in top end power with the SAME air filter [still prefer the power delivery with your up-pipe tho])

 

Trust me. If the uppipe makes a big difference which my special 3 bolt flange uppipe does you need to ingest more air and I have proven that on a number of occasions.
Have a word with Paul Armin. He picked up about 20 bhp just by putting on a bigger filter although he was sceptical about what I was telling him in the first place.

 

Harvey, I'm in the same situation - inner wing filter that was supplied with Hybrid FMIC. Can a larger inner wing filter be fitted, or do I buy something like the RCM cone and fit under bonnet?

Has anyone fitted an RCM cone with Hybrid FMIC? It looks like the FMIC pipework might be in the way?

Anders

 

I would be intrested in this as well, still got the 20G but was thinking about the 321H, Im guessing with a forged build and more boost 420-430 is do able and maybe as high as 450-460 with methanol or E85?

lol me and you are thinking along the same wave lenghts here, just bought a RCM filter for mine and was wondering the same

 

I recon 420-430 sounds about right, but may be it would allow the 400lbft to be reached with decent boost?

RCM cone looks bloody tight. Will post a new thread asking if anyone has fitted under bonnet filter with Hybrid FMIC.

Anders

 

On my 2.0 with RCM large cone at 1.7bar it made 413bhp on V-power

torque was about the 360ish region

 

I think with a forged build 400LBFT should be more than do able with 2 bar of boost, going to be using it with a 2.1 stroker in mine so should hopefully generate a bit more torque than a 2.0, If i was too see 450-460 with a drop of methanol or E85 i would be happy with that

 

Your going to need a T for that kind of power

 

Ive been running 422bhp / 400lbs (@ 4200 rpm) on my std 2 ltr wr1 block at 1.8 bar without any probs - all managed by a solaris ecu.

 

If the H`s are capable of 420-430 on V-power with the correct set up then surely 450 shouldent be impossible on E85 or methanol?, I seem to remember Mark/Lateral saying he has heard of one making 490 on race fuel

 

An update to this old thread, finally got around to fitting the Syvecs ECU yesterday, bigger under bonnet filter, 3 BAR map sensor and Wideband. Pat was in charge of programming ECU with his usual high level of detail

After mapping the meths in, we went for a test drive what a difference 60lbft makes! After some tweaking on the launch control Pat suggested proper test, I haven't grinned that much in ages. Awesome. Turbo whistling holding just under 1BAR stationary, pops and bangs out the other end then wollop, all four wheels light up and no bog down at all

ECUTEK (lower power running 1.55 BAR) and Syvecs V-Power + 16% meths (1.7 BAR midrange, full power made at same 1.5BAR)


Syvecs 1.4Bar midrange V-Power vs Syvecs 1.7Bar midrange V-Power + 16% meths (I know it not a fair comparison, need to get more graphs from Charlie)


Boost graph for the above



Fuelling, V-Power vs V-Power + Meths

 

nice one!

Nice to meet you yesterday too, not that I put 2 and 2 together until reading this now

Simon

 

Yeah, I was quizing running MD321V on 2 litre. Not sure which way to go for next turbo, probably MD321T billet.

That car you mapped was a beast, 585bhp on V-Power

About the launch control I was asking Pat that presumably the charge air isn't cooled that much by the FMIC and he said to not hold it on too long. Couldn't the ECU turn on the rad fan, that might help the situation?

Anders

 

The issue is not just charge temp though.. the exhaust valves, headers and turbo will get very hot..

if you watch boost gauge the boost will build and hit max boost on the lauinch control about 5 to 10seconds etc.. no point holding it longer...

it can be an issue when waiting on lights on strip to time it right mind.

Simon

 

The trick with launch control is to have the temps at working temp but as low as possible, no heat soak. For instance at the strip you can spray a gardeners water mist / spray on the FMIC core repeatedly from your previous run to take the heat out of your FMIC or TMIC core. You can pack a TMIC core with dry ice but it has to be removed prior to staging. Bonnet open to allow heat to disipate. Turbo exhaust heat wrapped. Intercooler pipes to T.B. insulated. run engine about 2k rpm for 20 secs to get fresh air in.
I very much doubt the radiator cooling fans will have a noticable effect on ACTs but they do help pull down the water temperature.
Water methanol spray pre TB helps tremendously.

 

Is that £'s or miles

TX.

 

Yes and it put a smile on my face for the drive home, nice to meet you and glad you where happy with your results

 

I was thinking it might help with charge temps, as the fans suck a fair amount of air through the front and might pull some in through the FMIC. Next time I'm parked up and the fans come on, I'll see if there's much suction in front of the FMIC.

Appreciate there's more to it than that though.

Anders

 

That must be insanely quick, the difference on my car was noticeable with extra 27bhp and 60lbft !

Anders