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Old 06-08-2012, 09:52 AM   #1226
Fuj1wara
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Now you're seeing parts of what I want to do. I have some ideas, and fully know about the crank issues on the 3.6. The only problem right now is getting my hands on one at a decent price. I'm taking my time and will be building a monster engine. It's been long enough now that I have some really good resources for making the crazy stuff I want to compliment the larger displacement.
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Old 06-08-2012, 10:05 AM   #1227
Seraphinwolf
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Well really anyone wanting to work with the newer motors and especially do standalones will be wanting to push father than just running with a few bolt ons.
Do you know which car you want to swap it into yet? Cause if you pick the 3.0R I can share all the wiring and internals info. I'm STILL waiting on my flanges to show up for my exhaust but I've been keeping busy digging back I to sorting out my wiring.
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Old 06-08-2012, 10:36 AM   #1228
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I'll be swapping it into my '10 STi SE. Selling my complete sleeved longblock to help build up the funds for this. I'll also tell you I own a turbo that is bat**** crazy and has not (to my knowledege) been successfully controlled electronically on a gas motor. It has been controlled by wastegates, but no one has actually tuned the vanes. As of right now, it looks like I may have to use the 3.0R. I'd like to make an adapter harness using connector resources I have instead of splicing in anything. If I can get my hands on a 3.6 to tear down and get a custom crank made for, I'll go straight to that build instead of even playing with a 3.0R. The issue is sourcing the components.

These are the USDM ECUs currently listed by romraider as supported:

B9 Tribeca
06 D0XJ002B (AT)*
07 D2UG101B (AT)*

Legacy 3.0R
09 D2TC001P (AT)*, D2TB102P# (AT)*

Tribeca
09 DZ1E402B (AT)*

Anything with a # after is experimental/beta version. Anything 08+ is a CANBUS ECU which I know has the processing capacity and space to handle extensive ECU rewriting. Like I said, the guy I know can disassemble the rom, write some new code and also write the code modifying the XML files. Honestly, the processors we have in these CANBUS ECUS are way frikin powerful, it's getting the right code written for the ECUs. I'll also have to look into the actual ECU itself by manufacturer part number to get a solid grip on the exact capabilities of these boxes. From my understanding, some of the ECUs produced by these manufacturers are physically similar, but have a firmware difference to identify them as belonging to the vehicle they are in. If this is the case, I may be able to find a third party software with generic tables to reprogram the ECU. To be honest, that's all a stand alone ECU is. It's a generic ECU made by one of these manufacturers, but loaded with a particular user interface. It's just another computer. Think about it in terms of normal personal conputers. I can load windows or linux on a MAC platform if I really want to. And when it comes to PCs, there are a buttload of linux based operating systems I can choose from. Translating back to car speak: I need to find the linux of the ECU world and then find the hardware requirements. If not, I'll most likely end up playing with Megasquirt. The newer revisions to their processors and software looks promising.

Also:
Do you have a drawing of these flanges? Are you wanting to source another set? I have a capable machinist that can spit those out in a couple days. Just let me know what thickness, dimensions and grade of steel you want.
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Old 06-08-2012, 10:45 AM   #1229
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Awww... As much as I wanna see a GR H6... It's still an SE... I want a DGM GR so badly. Need to finish my swap and save cause I do NOT want a large loan on my STi when I get one.
And let me guess variable vain deisel turbo? I'm gonn stick to my twinscroll BW. Even if I trade it out later for a larger one but i think it'll be a while before I want more than the S366 will give me.
I'd sell you one of my long blocks if I weren't leap frogging them.
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Old 06-08-2012, 10:49 AM   #1230
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The important part on the STi is the girlfriend approves of it! Need funds...
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Old 06-08-2012, 11:04 AM   #1231
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Flanges... Well I may want another set made later but by then we'll likely have a CNC machine at the shop. 1/2" SS with a recesse to the port area for good solid welds and holding up to the temps of the exhaust.
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Old 06-08-2012, 11:13 AM   #1232
Fuj1wara
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Quote:
Originally Posted by Seraphinwolf View Post
Awww... As much as I wanna see a GR H6... It's still an SE... I want a DGM GR so badly. Need to finish my swap and save cause I do NOT want a large loan on my STi when I get one.
And let me guess variable vain deisel turbo? I'm gonn stick to my twinscroll BW. Even if I trade it out later for a larger one but i think it'll be a while before I want more than the S366 will give me.
I'd sell you one of my long blocks if I weren't leap frogging them.
What do you mean? wouldnt want to mess with a special edition? I want my GR to be an absolute monster. Also, if you see any for sale you're not trying to buy yourself, please let me know. I have like four guys helping me scour the ends of the earth for H6 blocks. I might just buy a stock crank from SOA to begin the project... the case halves and bare heads arent all that terrible compared to the $5-6k that places want for a running 36R

Here's my baby (literally, it weights 59 lbs), she has a 64mm extended tip compressor wheel rated at well over 1000 CFM



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Old 06-08-2012, 11:15 AM   #1233
Fuj1wara
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Quote:
Originally Posted by Seraphinwolf View Post
The important part on the STi is the girlfriend approves of it! Need funds...
I don't have to worry about approval, just $$$

Quote:
Originally Posted by Seraphinwolf View Post
Flanges... Well I may want another set made later but by then we'll likely have a CNC machine at the shop. 1/2" SS with a recesse to the port area for good solid welds and holding up to the temps of the exhaust.
I gotcha on making sure it holds up... I've blown about 4 header combinations on my GR... but then again I can break just about anything... including the ring gear in a 6 speed --- on the stock turbo and tmic & 93 octane...
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Old 06-08-2012, 11:23 AM   #1234
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How the hell did you break that? BTW you may want to do the same as me and drop the FD to 3.55. You already have the gearing I want in my 04' trans. These motors put out a lot of torque and low.
If I eventually had an issue with my STi after I get it I might move the 3.0R in but having two wide body H6 hatches... But for being an SE keeping matching numbers sounds good to me. Not like i'd ever sell it, just like my baby, my project.
How's spool up estimated to be on that turbo? Any twinscroll exhaust housings to swap on it?
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Old 06-08-2012, 11:38 AM   #1235
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I launched at 19 PSI and sidestepped to second... first person down the track that day, perfect asphalt temps and a load of VHT. I have some nasty pictures if you want to see. Literally tore half the teeth off of that huge gear. The master techs that saw it (10+ years each) still to this day do not understand how I did it. Get this: the gear stacks were pristine. Ring gear sheared, pinion looked like a hammered a55hole, spun main bearing and bent both shift forks. Then again, i ran a 12.3 @ 109.86 on stock turbo, stock tmic, stock heads, 93 octane, and stock tires.

You don't want twinscroll on this turbo, and it's impossible to do anyway. The vanes are there for that. The hotside vanes will make the effective hotside size change. It will shrink down to a 4cm hotside and expand up to a 25cm hotside. I don't think I'll ever outflow it. There is a guy who put one of these on a DSM. He did NOT get it to shrink all the way down, but instead had it in a middle zone. Still on a 2.0L and stock heads (IIRC) he had the turbo making 13 PSI by 3000 rpms on pump gas. I think with some better tuning and electronic control I can make it spool stupid fast. That's what it's designed to do.

As for widebody GR... I have ties with a company that makes badass time attack body pieces including fender flares for the GR. I will put 18x13s on my car. It may take a few years to get all the money for the ridiculousness, but I will have it.

I'll look into gearing eventually... right now it's about getting the motor, body and suspension done right. I know chaning the FD to 3.55 would make a big difference. I'll never sell this car, and to be honest I don't care about matching numbers or collectors value or anything else that involves outside people appreciating it. I just want her to be the best car I can build.

I've got some wild projects kind of lined up... and I need to make some decisions on all of it. I need to either get my car PC reloaded and running or sell off the entire kit. I had it running, but pulled the SSD out of it to run my laptop that the HDD crashed in.
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Old 06-08-2012, 12:57 PM   #1236
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Alright, found myself a company that will make me a billet crank. 24 week lead time is what to expect. Now I just need to get my hands on a crank and get it over to these guys. MRSP for the crank is something like $562. I'm super excited to get this going.
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Old 06-08-2012, 01:44 PM   #1237
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Thats a cool project.
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Old 06-08-2012, 06:46 PM   #1238
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Quote:
Originally Posted by Seraphinwolf View Post
Avoid EZ36... Just save yourself and do the EG33.
BTW you know the EZ30R even with the harness and ECU really doesn't work right? There's only been one to work period and it was done with UK 3.0R Spec B harness, ECU, and Imobilizer parts. The US harness is a no go. Then he still had to **** around with the Imobilizer chips and luckily found a dealership willing to try programming it.
To update this info, the only part of the swap that is Euro spec is the ECU. other wise I used US spec legacy wiring harness, BIU, and immobilizer chip. The ecu pins had to be completely re-pined as the Euro spec ecu pin out schedule was different.

I was on the verge of standalone myself but since I dont have any immediate plans for boost i wanted to try the stock ECU. Which as pointed out before has the ability to be reflashed with ECUtek.
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Old 06-09-2012, 10:27 AM   #1239
Seraphinwolf
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Very interesting. Guess that explains why Aussie's have so many boosted 3.0R's... Well I'm just gonna stick to my tandem ECU I guess. Maybe the next time I do one I'll do that.
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Old 06-11-2012, 07:03 AM   #1240
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Quote:
Originally Posted by Fuj1wara View Post
What do you mean? wouldnt want to mess with a special edition? I want my GR to be an absolute monster. Also, if you see any for sale you're not trying to buy yourself, please let me know. I have like four guys helping me scour the ends of the earth for H6 blocks. I might just buy a stock crank from SOA to begin the project... the case halves and bare heads arent all that terrible compared to the $5-6k that places want for a running 36R

Here's my baby (literally, it weights 59 lbs), she has a 64mm extended tip compressor wheel rated at well over 1000 CFM



Have you made you controller yet
IMHO its best to stick with a maf based system as (imho) the changing VE will make it very difficult for a speed/density system to work
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Old 06-11-2012, 05:02 PM   #1241
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Yes it would be difficult if only SD. Yes it would be difficult if the controls are not in the ECU. There may be a way to actually correlate Vane position with VE if the tables are 4D. Otherwise, tuning the vanes and adjusting the VE through the ECU would not be very easy. Other option I've thought of is low end SD and high end MAF.
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Old 06-14-2012, 02:40 AM   #1242
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Quote:
Originally Posted by Seraphinwolf View Post
3.6 is way too different from the 3.0L's.
Plus the weakest point of the 3.6 is the crank position being recessed a whole 3"s below the center.
Anyone have a picture of this?
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Old 06-14-2012, 12:52 PM   #1243
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Quote:
Originally Posted by Fuj1wara View Post
Yes it would be difficult if only SD. Yes it would be difficult if the controls are not in the ECU. There may be a way to actually correlate Vane position with VE if the tables are 4D. Otherwise, tuning the vanes and adjusting the VE through the ECU would not be very easy. Other option I've thought of is low end SD and high end MAF.
I have come to the conclusion that pwm from the ecu to a bespoke controller is best.

This is mine (351 vgt)whilst getting a controller to drive the Holset motor, i am glad i went this route rather than use a stepper motor, i have heard from a couple of people that they have had issues with the motors they used not being powerful enough to cope.

Last edited by Spec C; 06-14-2012 at 01:05 PM.
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Old 06-15-2012, 10:18 AM   #1244
Seraphinwolf
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Quote:
Originally Posted by Fuj1wara View Post
Anyone have a picture of this?
Not really. Best I can offer for more insight is here.
http://forums.nasioc.com/forums/show....php?t=1285411
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Old 06-18-2012, 12:11 AM   #1245
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I have a obd1 svx harness I am trying to unload, it is currently uncut but I can strip it for a merge. Asking 300
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Old 06-26-2012, 04:55 PM   #1246
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JDM EZ30R on the way
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Old 06-26-2012, 07:47 PM   #1247
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I have that exact same turbo. Truly a beast in proportions..
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Old 06-27-2012, 07:17 AM   #1248
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Quote:
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I have that exact same turbo. Truly a beast in proportions..
Itís certainly a heavy beastie
Cannot remember exactly what I weighed mine at, it was around the 50lb mark, I chucked the cast elbow, going to use a lighter stainless item, itís also possible to reduce the size of the rectangular boss from the turbine housing which saves a few oz's/ (grams ). From the compressor maps I have seen it compares favourably to a Gt35r (except for the weight ), but then a GT35r wont spool up like this thing
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Old 06-27-2012, 10:35 AM   #1249
Fuj1wara
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Mine weighted around 59 lbs...

I wonder if it will be too small of a turbo for my EZ32R after all...
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Old 06-28-2012, 06:44 AM   #1250
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Mine weighted around 59 lbs...

I wonder if it will be too small of a turbo for my EZ32R after all...
I guess it depends what your aims are, mines a 351 there are 451ís about, these are ďhugeĒ
Having said that. IMHO the EZ series are not the most robust of engines, main bearings are narrow cylinders are thin.
If you want max hp I would be looking at the EG33, these are heavier and possibly more work to fit (to be everyday reliable). I chose the EZ as I wanted the same or better throttle response as my 380hp specC but (with a real not make believe) 550+bhp with torque to match.
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