Latest results S206 turbo
31 October 2009 | 06:27 PM
#271
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From: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
Bob,
You do your 1/4's and my car does track stuff.... I could say the same about your track history. In that area for sprinting, I don't think I need to prove much more...... not this year anyhow.
Alan,
You and others keep banging on about my cosworth heads and cams. At this level I think they may change the curve shape, but I doubt they make much difference to the peak power figures. The standard heads can obviously flow enough. If I was to do this all over again, I would just stick with the standard Spec C heads and cams....... that's how much difference I think they make. Now.... if I was to stick a GT35> on, that maybe a different story. Now... Richard Bulmer's own RA has a very similar set-up to mine being a 2.5, but he only has OE AVCS heads and Cams. You want to know how much his car makes!
As regards to VPower being bull****.... well, that is easy for you to say as I make well over 500bhp on VPower and you don't!
My engine is and has always been safe on ignition.... a strip down after 9k miles showed that, with no sign of det what so ever. Also be advised that Richard Bulmer took at least 3degs of ignition OUT on the latest build / mapping, and yet he still managed more power. I have never run a "dyno map" and then changed maps for road use.... what you see is what you get with mine. Mine is mapped to take the rigours of road, track or sprint use. Certainly no bull**** here sir and whilst it may be classed as a "shopping car", I think you know what kind of use it get's.
Obviously I can not speak for other peoples set-up.
You do your 1/4's and my car does track stuff.... I could say the same about your track history. In that area for sprinting, I don't think I need to prove much more...... not this year anyhow.
Alan,
You and others keep banging on about my cosworth heads and cams. At this level I think they may change the curve shape, but I doubt they make much difference to the peak power figures. The standard heads can obviously flow enough. If I was to do this all over again, I would just stick with the standard Spec C heads and cams....... that's how much difference I think they make.
Now.... if I was to stick a GT35> on, that maybe a different story. Now... Richard Bulmer's own RA has a very similar set-up to mine being a 2.5, but he only has OE AVCS heads and Cams. You want to know how much his car makes! As regards to VPower being bull****.... well, that is easy for you to say as I make well over 500bhp on VPower and you don't!
My engine is and has always been safe on ignition.... a strip down after 9k miles showed that, with no sign of det what so ever. Also be advised that Richard Bulmer took at least 3degs of ignition OUT on the latest build / mapping, and yet he still managed more power. I have never run a "dyno map" and then changed maps for road use.... what you see is what you get with mine. Mine is mapped to take the rigours of road, track or sprint use. Certainly no bull**** here sir and whilst it may be classed as a "shopping car", I think you know what kind of use it get's.Obviously I can not speak for other peoples set-up.
It's hard to believe you gain nothing from them.
You stripped it after 9K just to take a look at it, then found it was over advanced all the time?
We take advantage of switchable mapping for a number of reasons, one of which being our many customers like it!
We have found a formula that gives a TRUE 500 bhp capability. If you have a more cost effective way of doing it, please let us know what it is.
31 October 2009 | 09:34 PM
#272
My car runs a S206 on a 2.0 STI8, it is doing all the running at the moment not me lol
Martyn could you post the graphs if you have them to hand please?
The car was not making the expected power after the first mapping session, i decided to leave the car with Alan and Martyn to see if they could find anything that could be rectified. I'll let Martyn/Alan go into details if they wish to.
I picked my car up yesterday, WOW it is a beast! Really love the way it just pulls and pulls, it made 460/410 IIRC, Martyn should be able to confirm this!
I am really happy with the turbo, the intercooler pipework was easily modified by myself using a hacksaw and mole grips to create a neat install! Will get some engine bay pics up in the morning!
Very happy with my S206
Last edited by Harryr34; 31 October 2009 at 09:35 PM.
31 October 2009 | 09:48 PM
#273
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From: 5 beats 4 - RS3 Rulez!!!
Alan,
You sell Cosworth heads and cams. You have built plenty of engines. You more than most should know exactly what they do..... or don't do, at this kind of level. BHP can be restricted by air right, how much a turbo can flow and how much an engine can consume. The standard heads can clearly flow enough air. I have never said the Cosworth set-up does not make any difference, but it has been suggested that at this specific level the difference is minimal. I would not disagree with that.
I might love messing with my car, but that certainly does not go to stripping an engine "just to look at it". Headgaskets went last year, so it made sense to strip the whole engine after all the abuse it had taken, to check all was well. I suspect you would do the same, if your engine had taken the punishment mine had.
"Over advancing all the time"
Have a think about what has an affect on ignition required. Since I don't run standard compression anymore (since the latest build), you may understand why I can get away with having to use less ignition for the same power. There is more than one way to skin a cat and some are certainly more effective than others.
I have never once said that your "solution" is not cost effective, so not sure why that one has crept in.
You sell Cosworth heads and cams. You have built plenty of engines. You more than most should know exactly what they do..... or don't do, at this kind of level.
BHP can be restricted by air right, how much a turbo can flow and how much an engine can consume. The standard heads can clearly flow enough air. I have never said the Cosworth set-up does not make any difference, but it has been suggested that at this specific level the difference is minimal. I would not disagree with that.I might love messing with my car, but that certainly does not go to stripping an engine "just to look at it".
Headgaskets went last year, so it made sense to strip the whole engine after all the abuse it had taken, to check all was well. I suspect you would do the same, if your engine had taken the punishment mine had. "Over advancing all the time"
Have a think about what has an affect on ignition required. Since I don't run standard compression anymore (since the latest build), you may understand why I can get away with having to use less ignition for the same power. There is more than one way to skin a cat and some are certainly more effective than others.
I have never once said that your "solution" is not cost effective, so not sure why that one has crept in.
31 October 2009 | 10:05 PM
#274
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From: over the hills and far away
Hahahaha
My car runs a S206 on a 2.0 STI8, it is doing all the running at the moment not me lol
Martyn could you post the graphs if you have them to hand please?
The car was not making the expected power after the first mapping session, i decided to leave the car with Alan and Martyn to see if they could find anything that could be rectified. I'll let Martyn/Alan go into details if they wish to.
I picked my car up yesterday, WOW it is a beast! Really love the way it just pulls and pulls, it made 460/410 IIRC, Martyn should be able to confirm this!
I am really happy with the turbo, the intercooler pipework was easily modified by myself using a hacksaw and mole grips to create a neat install! Will get some engine bay pics up in the morning!
Very happy with my S206
My car runs a S206 on a 2.0 STI8, it is doing all the running at the moment not me lol
Martyn could you post the graphs if you have them to hand please?
The car was not making the expected power after the first mapping session, i decided to leave the car with Alan and Martyn to see if they could find anything that could be rectified. I'll let Martyn/Alan go into details if they wish to.
I picked my car up yesterday, WOW it is a beast! Really love the way it just pulls and pulls, it made 460/410 IIRC, Martyn should be able to confirm this!
I am really happy with the turbo, the intercooler pipework was easily modified by myself using a hacksaw and mole grips to create a neat install! Will get some engine bay pics up in the morning!
Very happy with my S206
31 October 2009 | 10:24 PM
#275
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Hahahaha
My car runs a S206 on a 2.0 STI8, it is doing all the running at the moment not me lol
Martyn could you post the graphs if you have them to hand please?
The car was not making the expected power after the first mapping session, i decided to leave the car with Alan and Martyn to see if they could find anything that could be rectified. I'll let Martyn/Alan go into details if they wish to.
I picked my car up yesterday, WOW it is a beast! Really love the way it just pulls and pulls, it made 460/410 IIRC, Martyn should be able to confirm this!
I am really happy with the turbo, the intercooler pipework was easily modified by myself using a hacksaw and mole grips to create a neat install! Will get some engine bay pics up in the morning!
Very happy with my S206
My car runs a S206 on a 2.0 STI8, it is doing all the running at the moment not me lol
Martyn could you post the graphs if you have them to hand please?
The car was not making the expected power after the first mapping session, i decided to leave the car with Alan and Martyn to see if they could find anything that could be rectified. I'll let Martyn/Alan go into details if they wish to.
I picked my car up yesterday, WOW it is a beast! Really love the way it just pulls and pulls, it made 460/410 IIRC, Martyn should be able to confirm this!
I am really happy with the turbo, the intercooler pipework was easily modified by myself using a hacksaw and mole grips to create a neat install! Will get some engine bay pics up in the morning!
Very happy with my S206
31 October 2009 | 10:56 PM
#276
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From: Enginetuner Plymouth for 4wd RR Mapping Apexi Ecutek Alcatek Proper Garage More than just a laptop!
P.S Graph ?
31 October 2009 | 11:09 PM
#277
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it can then be a proper comparison graphs? very soon and a lot more on pump fuel
or engine will go bang
31 October 2009 | 11:18 PM
#278
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From: Enginetuner Plymouth for 4wd RR Mapping Apexi Ecutek Alcatek Proper Garage More than just a laptop!
Don't know I can be bothered to wait another 5 months, lol.
In all seriousness, I wish you the best of luck. You are a brave man to keep pushing and pushing on those stock internals.
Will this pump fuel be of the VPower variety or 100% E85 ?
31 October 2009 | 11:33 PM
#279
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Last edited by stealthy55; 31 October 2009 at 11:51 PM.
31 October 2009 | 11:40 PM
#280
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From: Enginetuner Plymouth for 4wd RR Mapping Apexi Ecutek Alcatek Proper Garage More than just a laptop!
Sweet, you should see above 550hp and 500lbft with that fuel. All of the tuners on the Evo forum say E85 is as good as VP Import but cheaper. One of the S205s made 563hp on it just a few days ago. Just wish we could get the damn stuff down here.
31 October 2009 | 11:55 PM
#281
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Last edited by stealthy55; 01 November 2009 at 10:43 AM.
01 November 2009 | 12:40 AM
#282
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From: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
Alan,
You sell Cosworth heads and cams. You have built plenty of engines. You more than most should know exactly what they do..... or don't do, at this kind of level. BHP can be restricted by air right, how much a turbo can flow and how much an engine can consume. The standard heads can clearly flow enough air. I have never said the Cosworth set-up does not make any difference, but it has been suggested that at this specific level the difference is minimal. I would not disagree with that.
I might love messing with my car, but that certainly does not go to stripping an engine "just to look at it". Headgaskets went last year, so it made sense to strip the whole engine after all the abuse it had taken, to check all was well. I suspect you would do the same, if your engine had taken the punishment mine had.
"Over advancing all the time"
Have a think about what has an affect on ignition required. Since I don't run standard compression anymore (since the latest build), you may understand why I can get away with having to use less ignition for the same power. There is more than one way to skin a cat and some are certainly more effective than others.
I have never once said that your "solution" is not cost effective, so not sure why that one has crept in.
You sell Cosworth heads and cams. You have built plenty of engines. You more than most should know exactly what they do..... or don't do, at this kind of level.
BHP can be restricted by air right, how much a turbo can flow and how much an engine can consume. The standard heads can clearly flow enough air. I have never said the Cosworth set-up does not make any difference, but it has been suggested that at this specific level the difference is minimal. I would not disagree with that.I might love messing with my car, but that certainly does not go to stripping an engine "just to look at it".
Headgaskets went last year, so it made sense to strip the whole engine after all the abuse it had taken, to check all was well. I suspect you would do the same, if your engine had taken the punishment mine had. "Over advancing all the time"
Have a think about what has an affect on ignition required. Since I don't run standard compression anymore (since the latest build), you may understand why I can get away with having to use less ignition for the same power. There is more than one way to skin a cat and some are certainly more effective than others.
I have never once said that your "solution" is not cost effective, so not sure why that one has crept in.
Scan reading what you said, it read like you'd pulled the motor, found nothing wrong with it, then removed three degrees! I don't think either of us would be saying these things if this was a private conversation!
Of course we would also carry out your strip and check regime.
Being fair, we have only supplied Cosworth CNC heads for much higher spec cars, and yes, we all learn stuff as we go, or nobody would know anything, only think they know.
As I've said before, Opinion without evidence is merely prejudice.
My mentioning the cost effectiveness of our latest specifications is in direct response to your assertion that 500 bhp bolt on turbos have been done before. Maybe, but not at these cost levels! In the New Year, the cost of an S206 is going up, but it'll still cost less than "the competition" and we'll have plenty running around by then to demonstrate what a great unit it is. (ten at the last count so far)
01 November 2009 | 03:29 PM
#284
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From: 5 beats 4 - RS3 Rulez!!!
You know they were **** in 2007, so why ask me to put **** results up! I might be green, but I aint a cabbage! If it makes you feel any better, put **** next to my name. 
The car achieved a high 11 in Feb 2008 at Santa Pod. That was the last time it ever ran the 1/4m. That is not representative of what the car should achieve now.
I might be green, but I aint a cabbage! If it makes you feel any better, put **** next to my name. The car achieved a high 11 in Feb 2008 at Santa Pod. That was the last time it ever ran the 1/4m. That is not representative of what the car should achieve now.
01 November 2009 | 08:58 PM
#288
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From: over the hills and far away
05 November 2009 | 10:03 AM
#290
Shaun:
I was producing well over 500 bhp five years ago on Optimax plus NF with an Ion turbo in the conventional position so I guess you guys are catching up Slowly.
Clocking the turbo is no big deal and something we have been doing regularly for years and it does have the advantage of removing the 180 degree bend on some pipework installations. Sometimes there is a bit of engineering work to do to relocate the wastegate actuator and it helps if you have aluminium welding facility.
Sorry to hijack the thread Alan. Looks to me as if the S206 can make a major contribution to Subaru tuning and I might even consider one myself.
I can see the argument for both of the above. BUT... over 500bhp with a standard fit turbo on VPower was achieved over 2yrs ago. So nothing is really new here..... some may suggest that some of the competition has only just caught up!
Slowly. Clocking the turbo is no big deal and something we have been doing regularly for years and it does have the advantage of removing the 180 degree bend on some pipework installations. Sometimes there is a bit of engineering work to do to relocate the wastegate actuator and it helps if you have aluminium welding facility.
Sorry to hijack the thread Alan. Looks to me as if the S206 can make a major contribution to Subaru tuning and I might even consider one myself.
05 November 2009 | 09:16 PM
#291
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From: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
Shaun:
I was producing well over 500 bhp five years ago on Optimax plus NF with an Ion turbo in the conventional position so I guess you guys are catching up Slowly.
Clocking the turbo is no big deal and something we have been doing regularly for years and it does have the advantage of removing the 180 degree bend on some pipework installations. Sometimes there is a bit of engineering work to do to relocate the wastegate actuator and it helps if you have aluminium welding facility.
Sorry to hijack the thread Alan. Looks to me as if the S206 can make a major contribution to Subaru tuning and I might even consider one myself.
I was producing well over 500 bhp five years ago on Optimax plus NF with an Ion turbo in the conventional position so I guess you guys are catching up
Slowly. Clocking the turbo is no big deal and something we have been doing regularly for years and it does have the advantage of removing the 180 degree bend on some pipework installations. Sometimes there is a bit of engineering work to do to relocate the wastegate actuator and it helps if you have aluminium welding facility.
Sorry to hijack the thread Alan. Looks to me as if the S206 can make a major contribution to Subaru tuning and I might even consider one myself.
28 November 2009 | 05:54 PM
#293
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From: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
30 November 2009 | 02:38 PM
#295
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From: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
01 December 2009 | 03:51 PM
#297
I have just got 476hp from Bill's car with the revised turbine and a custom 3" stainless intake we made, still on vpower, with more to come if I pushed it.
Any graph showing turbo boost and spool, torque and bhp?
02 December 2009 | 02:25 PM
#298
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From: will be back in another scooby in time....
just want to add i have had the car back a little over a month i haven’t been able to drive due to house refurbishment went out in it yesterday for a spirited drive and my word it was hard keeping the car on the road its absolutely mental full boost just after 3000 rpm and power right down to 7000rpm it just gets faster and faster had to left of on more than one occasion and really had to grip the steering wheel it’s a bloody animal. Off boost driving was so smooth with ZERO LAG and pleasant the s206 is a very responsive turbo and packs one hell of a punch and all of that was just on the v-power map.
mus
mus
02 December 2009 | 08:19 PM
#299
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My car is a 98, a built 2.5 with sti4 heads. Prior to the revised turbine, and Zen custom intake, it was making 445lbft @ 4500 and 425bhp @ 5500. 1 bar on the dyno by 3.4k and full boost (1.8bar) by 3.9k. and roughly 1.75bar at peak power, and then boost quickly dropping off.
After the mods there were gains in the whole power curve
and better spool up, (we did expect a drop off in spool, but had the reverse so was an excellent result
) The headline figures were 463lbft @ 4300, and 477bhp@ 6300, with no real drop off. At 6500rpm we have seen a gain of 80bhp
I dont have a boost plot, as the ink in Paul's printer had ran out. But now it holds 1.8bar.I tried taking a picture of the power graph but its unreadable as the lines are very faint.
On the road, with the long uk gearing it is very deceptive, with power feeling smooth, and pulls very strongly to 7k+
02 December 2009 | 09:40 PM
#300