Well it was "suspected" piston ring failure loss of compression petrol going straight through engine and pissing out exhaust, Hence getting the 2.1 built, turbo was removed and sent away to get rebuilt anyway just so it was fresh for the new build, every thing in the new build is new, oil pump, water pump, filter, modine and cant remember what else, have checked the injector O rings and they look ok will double check them tomorrow, its more of a black smoke than white or blue as far as i know havent seen it smoking myself yet, only seen it at tick over and it was ok, idle is ok well no worse than it was before, it has never idled that great since fitting the simtek anyway TBH

 

Best get a mapper in there pronto!

 

Does this sound like it`s over fueling to you Alan?? What do you think these symptons could be?

Could it not be just a case of burning off old oil thats been dried up in the exhaust when the last block failed

 

Also check the injectors are working correctly. Had some in recently, where one was open, all the time.


Mark.

 

Would an inspection of the plugs reveal if there was a sticky injector? one of them would be black/wet would it not?

 

so can someone clarify this set up please?
I looked on the website but found nowt.

Its a standard location turbo, but you need a new downpipe?
How much is the turbo and downpipe together?

 

Page 1 is your friend

 

It needs new fmic pipework too.

 

Yup. It spins in the opposite direction so the inlet is at the other side. Eliminating the big bend that turns back on its self to head towards the FMIC

 

Depends on the set up for that big bend. my APS DR725 one doesnt do that.

When you add up all these extras .... if I was going for a non standard fit turbo like this, there are a huge number of really good ones to choose from to compare with.

 

I will be changing all my pipe work anyway as I plan to run a rotated inlet manifold and ideally have intercooler inlet and outlet at the top as opposed to the bottom as it is now. Not worked out the finer details yet

But TBH its relly not a huge change just to chop the bend out and weld up a new pipe from turbo to the join at the wing. And I think thats a great idea as it gets rid of that bend. If nothing else it neatens up the look of the pipework.
All just in my un-educated opinion, but I will have pleanty guidance when it comes to doing this. I prefer to listen to those in the know than just assume my ideas are good.

 

It has and can be done

22B Bulletin Board: FMI BEST STANDARD OR UPSIDE DOWN ??

With regards to the S206 again, 1 bar at 3500 and full boost at 3900 on a 2.1 isnt to be snuffed at, Has anybody had a MD321V on a 2.1 for a comparison?

 

I think AJ said that it's evolved form an Evo designed turbo hence the comp cover's mirrored/slightly turned down position. Which is nice.

But you can also achieve an easier path with other Subaru OEM position comp housing turbos, by making sure you get a Hyperflow FMIC... These go anti-clockwise, so the pipework from comp to IC is much more direct, as it goes to the passenger side of the IC, without that damn 180deg turn on itself. Luckily, I've got a Hyper to go on later.

So, there ARE other options...

 

has anybody put a s206 on a standard 2.0 for comparison? apart from the obvious one, that did a runner

 

nope cant say i have heard of a S206 on a 2.0, so whos the obvious one and why did he do a runner?

 

there is one with a s206 on standard internals but it made low 400s, though he was trying to take the standard 2.0 to its "limit" but he didnt and he has not been since! now taking a standard 2.0 with a md321v is a different story

 

Maybe, but we haven't seen anything that matches the power, not even close. Believe me, we've seen a few Frogs! On a classic, the S206 fits perfectly with the original FMIC pipework, eliminating that bend off the comp outlet. On a lot of new age cars, you get that nasty bit that goes under the car on the nearside. We just adapt the classic style pipes to fit. You can see what we mean here.



I'm surprised at you Duncan, i would have thought a bit of pipework wouldn't worry you!

 

At the end of the day there ARE direct bolt on, standard fit turbo's that will make over 500bhp on VPower. You can look at this two ways:

1) If the manufacturers who have these standard fit turbos went down the non standard route, how much more power OVER 500bhp would they make.

or

2) If a non standard fitment package works and is as cost effective, regardless of the changes to pipework, does it really matter.

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!

 

Some interesting points, however I do disagree with some of them the S206 is proven with good times on the strip I believe martyn has done a few 10seconds run with full weight, no nitrous and a 5 speed wrx box, I find it extremely responsive on the road and to be honest it also makes the engine bay look better. There’s a lot of options out there however how many of them is proven? I haven’t tried any other alternatives and I don’t think I will be trying anything else as the S206 does everything I want it to do.

mus

 

From a cost point of view if you compare a s206 to a md321v, the md321v is about £1950, the s206 with downpipe is £1350ish(?). I dont think the intercooler pipework is going to cost £600. So they are very different from a cost point of view.

Making 500+ bhp is easier said than done. I have tried various turbo's on my car (all claiming 450-500), and none have made more than 430.

 

you got graphs to compare? wasn't it a GT30 and MD you had on before?

 

We keep hearing rumours of these 500 bhp plus turbos as well. So far that's all they are as far as our dyno is concerned. We know yours has made the numbers, and we know of only one other, but being fair, both of them are on fully built expensive engines, and I'd say it's just as much down to the motor as anything else. We have three cars right here right now that are producing over 500 bhp using standard heads and cams, in other words affordable. And daily drivers.
Anybody can afford to run 10% meth, it's cheaper than 95! not everybody can afford to run a full Cosworth motor. All this fuss about V power or not V power is BS in my view. Personally, I'd rather see a car mapped with a conservative ignition profile making numbers on decent fuel than taking a chance on V power just to prove a point.

 

Unfortunately I cant find the graphs, but they were very similar, with maybe the md321t better in the mid range, and the aet gt30 edging it at the top end.

 

so i take it you wont happy with them and thats why you changed or whats the reason you changed Bill???

diffrent turbos perform Differently on diffrent cars aint that right....

 

I wouldnt say not happy, but when starting out I had objectives, and obviously a budget to try and meet them in. The MD321t was borrowed, so cost me nothing, and the AET GT30 was bought at a reasonable cost, which has now been sold on, and in the grand scheme of things has cost me very little. It has allowed me to try a couple of different set ups without having to go through the expense of buying turbo after turbo.


If I had to pay full price on any of the above turbos from new, with the marketing promises that go with them, I have to say I would have been left a little dissappointed. Its important when speccing anything, talk to your engine builder/mapper as they would have tried and tested results. Again on the flip side all the turbos mentioned in this thread have had fantastic results and produced the goods, but setup has been key.

For me the S206 offers value for money, and I look forward to working with engninetuner to finishing off my car. If it makes 460+ on pump fuel with good all round driveability, then mission accomplished, and within budget.

BTW I Have a 2.5 engine with sti4 heads.

 

Your 1/4mile results from your impressively specced Cosworth motor + AET turbo appear to be missing: https://www.scoobynet.com/general-te...ter-turbo.html

 

^^^LoL^^^

 

ouch

 

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.

 

wow, touchy.