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Old 01-04-2011, 02:51 AM   #101
cdnsigop
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Ordered up a Christmas gift:

http://kennebell.net/KBWebsite/Acces...oostaspark.htm

I have a misfire at anything above ~17 psi, with my spark plugs at their current 0.030" gaps. My intent is to open up the gaps to at least 0.040", and use ~20 psi of boost once this is installed...

Im starting to think that my 06 WRX intercooler may become a bottleneck!!!
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Old 01-26-2011, 10:48 PM   #102
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Another update:

Got the blown EJ25 out of the car. Gotta pull the heads, and take pistons out to see the damage. Again, done this by hand, no cherry picker lol.

Bought a Ludespeed/Spearco TMIC off Derk1127.

http://forums.nasioc.com/forums/show....php?t=1812396

This will replace my 06 WRX tmic, and will make more efficient power! Now I have an 04 WRX tmic for sale, and an 06 WRX tmic for sale.

Bought a set of STi yellow top injectors off petyamiller.

http://forums.nasioc.com/forums/show....php?t=2119895

These will replace my modded grey top EJ22E injectors. I believe the modded injectors did not atomise the fuel very well, and contributed to misfires under light throttle. Under WOT, there didnt seem to be a problem with fuel. The STi injectors will spray a much finer mist, at all throttle positions.

More to follow, once I tear apart this engine. If I can reuse the block, I plan to rehone, and use Mahle 2618 Aussi square dish pistons, 99.5mm bore...
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Old 01-26-2011, 11:07 PM   #103
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PM'd on one of the TMICs.
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Old 01-27-2011, 10:04 AM   #104
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PM'd back. Email sent. FS thread created.

http://forums.nasioc.com/forums/show....php?t=2124676
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Old 01-27-2011, 09:25 PM   #105
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Got the driver side head off tonight, as well as #2 & #4 pistons. Stock EJ257 pistons FTL.

The bores are perfect though!!! We will see about #1 & #3 maybe tomorrow... I hope they are fine too. MLS HG's are awesome come disassembly time!! Super clean, super easy.

Pics to follow
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Old 01-27-2011, 09:30 PM   #106
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Ringlands? Cracked? Glad the bores look good so far
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Old 01-27-2011, 09:57 PM   #107
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Quote:
Originally Posted by Jagular1785 View Post
Ringlands? Cracked? Glad the bores look good so far
You could say that, lol:

#2 Piston:










#4 Piston:








Enjoy!
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Old 01-27-2011, 10:12 PM   #108
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Ouch, thats the classic ringland broken. Thats better than blowing a hole through the whole piston or even shattering the whole thing.
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Old 01-27-2011, 10:36 PM   #109
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""""though I recently raised it to 800 RPM with the Idle adjust screw at the bottom of the TB. """

Where is that AT!!!!!!!!!? I have a turbo 99 legacy. It idles at a thousand but not by using a screw......?
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Old 01-28-2011, 09:18 AM   #110
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You can find it on the throttle linkage, at the pulley on the TB. I recommend NOT using this method. If you have a high idle, its probably something else.
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Old 01-29-2011, 12:40 AM   #111
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Got the passenger side head off today, Piston #3 had a broken ringland, piston #1 was good to go. So 3 out of 4 pistons totalled, and, thankfully, no bore damage at all.
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Old 01-29-2011, 12:42 PM   #112
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I'm not complaining about my idle being that high, I made it that way.. And I know what screws your talking about.... That way sucks :/ if you rev it and let off the gas, It holds your rpms most of the time
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Old 01-31-2011, 04:40 PM   #113
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Quote:
Originally Posted by cdnsigop View Post
If I can reuse the block, I plan to rehone, and use Mahle 2618 Aussi square dish pistons, 99.5mm bore...
An update to my build:

From another post:

Quote:
Originally Posted by cdnsigop View Post
I am trying to determine what quench to shoot for, If I use my current gasket thickness with these pistons 0.051" (1.3mm), I get 0.063" (1.6mm) quench clearance, and 8.57:1 compression. If I run 0.040" (1.02mm) HG's, I get 0.052" (1.32mm) quench clearance, but higher compression, 8.78:1. This engine will be run predominantly on 91 oct Shell V-Power ethanol free fuel... Using a smaller frame turbo (AVO 320/GT2560/GT28ish), with a Spearco TMIC, at 15-22 psi, revving to stock EJ25D redline of 6500 rpm, using stock
EJ25D cams, heads, and valvetrain. I have an AEM WI kit, but it will be used as a safety buffer (charge cooling/det resistance), not as a means to push the tune...
I have decided to go with the 0.040" Cometic HG's, so my compression will end up as 8.78:1, and 0.052" of quench clearance... I based this target on Jasper's findings (Jkopinga) here:

Quote:
Originally Posted by jkopinga View Post
The fact that rods stretch at higher RPMs is a fact and most likely general knowledge. When tuning cars you will most likely find the following:

1) Too much squish (or too little clearance) makes the engine more DET prone and makes it not very willingly to rev.

2) Too little squish (or too much clearance) makes the engine more DET prone but will not affect the willingness to rev.

3) Proper squish clearance makes the engine more resistant to DET and produces more power.

Now I can guess you are thinking "What is proper squish". That is something that depends on the application and fuel used. On pump fuel RON98 I would say that somewhere as I mentioned earlier around 50 thou NOT exceeding 60 thou should work pretty well. On E85 or Racegas you could run less clearance without running into DET and pickup some torque as flame speeds increase.

The same goes for Compression Ratio. There is not ONE golden C/R that works for every application. When you do endurance racing you may want to run slightly higher C/R and lower boost to get to target power and keep the heat down. When you only have access to pump fuel a low C/R with a large turbo can still produce a proper power output but will be less responsive off boost. It all depends on Application and Fuel in almost any case.

Most of my builds are running on RON98 because that is widely available over here. I have tried C/Rs anywhere from 8.0:1 to almost 9:1 and anything in between. I can tell you that the higher C/R are completely cr@p on pump and have had best results at 8.0:1 to 8.3:1 thereabouts depending on cams. Remember cams have a MAJOR effect on dynamic C/R and with large duration cams you generally don't need to go that low a C/R. The latest build I've done for a customer was a 2.5L using the latest 2010 LGT block. We enlarged the completely built EJ20K heads' combustion chambers by hand to 55.3cc within +/- 0.1cc and put the squish around the 50 thou mark. C/R was roughly 8.1:1 on RON98 running 1.8 Bar (26 PSI). The car is an absolute beast at mid/high RPMs and takes very proper timing on Pump Gas (26 degr. @ 6k rpm thereabouts) and pulls easily to the 8k redline we set.

Jasper Kopinga
CS Racing
Taiwan.

Due to my smaller turbo, that seems to be happiest no higher than around 22-25 psi of boost and 33-35 lb/min, and my cars role as a DD using 91 oct pump gas, I decided this was the best combination/compromise of quench and compression, using off the shelf parts.

So thats whats up. HG's are bought, misc gaskets ordered, pistons in the mail, Spearco TMIC in the mail, STi yellow top injectors in the mail...
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Old 01-31-2011, 04:41 PM   #114
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And of course, pics to follow!
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Old 02-02-2011, 07:13 PM   #115
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Quote:
Originally Posted by cdnsigop View Post
And of course, pics to follow!
Alright. Mahle Power pack Plus 2618 99.5mm piston set. Arrived today. These will replace my failed oem EJ257 pistons. Got these for $350 direct from Mahle through their overstock division on Ebay. Took about 2 days to arrive via Fedex (to Canada).

Link:

http://cgi.ebay.ca/Forged-Pistons-Su...item336422d41d

What they look like:

















Comparison of Mahle's next to the factory EJ25D pistons. Note the difference in dish volume, and similarity of dish design:



Notice difference in ringland thickness! The EJ257 pistons had the same thickness as the EJ25D...



Enjoy!

Last edited by cdnsigop; 02-03-2011 at 08:48 AM.
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Old 02-02-2011, 11:10 PM   #116
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Old 02-03-2011, 09:39 PM   #117
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Quote:
Originally Posted by Jagular1785 View Post
Your happy banana's were countered on Tuesday...

I disassembled my AVO turbo from their kit, to reclock the compressor housing for my Spearco/Ludespeed TMIC side inlet. While I was in there, I took a bunch of measurements. When trying to get the turbine wheel size, I saw the inducer side chewed up pretty bad. Good reason to upgrade!

Ok Jag, heres your Banana's back!



As my turbine is cooked, I will be reusing my 0.64 A/R turbine housing with a Garrett GT2871R CHRA and compressor housing. There are two I am currently looking at, one flows about 40 lb/min, and one flows 47 lb/min.

Both of these compare favorably with the AVO turbo, which was capable of approx 33 lb/min...(1 lb/min= ~10 hp (approx))
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Old 02-03-2011, 10:00 PM   #118
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I believe the AVO kit turbo is a Garret GT25r... so it is slightly smaller than the GT28, but essentially the same design. Sorry to hear there was carnage there, but much better to see this now than when the turbo ended up gernading...
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Old 02-04-2011, 08:00 AM   #119
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Quote:
Originally Posted by Jagular1785 View Post
I believe the AVO kit turbo is a Garret GT25r... so it is slightly smaller than the GT28, but essentially the same design. Sorry to hear there was carnage there, but much better to see this now than when the turbo ended up gernading...
Actually, you are close; The turbo is a GT2560R with an AVO custom compressor housing and a .64 A/R. I did up a thread here:

http://forums.nasioc.com/forums/show....php?t=2128743

I am actually looking at using a .86 A/R exhaust housing with the GT2871, using the 56 trim, 47 lb/min compressor. I am trying to make sure that there is not too much backpressure, I think the .64 A/R might be too small for the exhaust gas a 2.5 can produce. I gotta find someone who needs some Garrett parts to offset the cost!!!

Last edited by cdnsigop; 10-10-2011 at 11:17 PM.
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Old 02-04-2011, 08:01 AM   #120
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For Jag: You get the TMIC yet?
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Old 02-04-2011, 12:45 PM   #121
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Not yet, but mail hasn't arrived yet today. The snow storm may have delayed things, so I'm not worried.
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Old 02-04-2011, 09:31 PM   #122
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im probably a little late, and it's probably somewhere in the thread, but just curious, what turbo kit/setup did you go with? and did you intend to run it reliably with the stock internals?
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Old 02-05-2011, 12:14 AM   #123
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Quote:
Originally Posted by cdnsigop View Post
I am actually looking at using a .86 A/R exhaust housing with the GT2871, using the 56 trim, 47 lb/min compressor. I am trying to make sure that there is not too much backpressure, I think the .64 A/R might be too small for the exhaust gas a 2.5 can produce. I gotta find someone who needs some Garrett parts to offset the cost!!!
So I have ordered up my replacement turbo. Its not the Garrett GT2871. It is a Mitsubishi/Kinugawa TD06SL2 Turbine in a T25 flanged 8cm^2 housing with a 20G compressor wheel. Got it from Kando_Dynamic on Ebay. Cost was about $875 shipped. See it here:

http://cgi.ebay.ca/Kinugawa-Turbocha...item43a4b6c3b6








Will post results once I get it in my possession, as well as lots of pics.

Now I have an AVO compressor housing for a 60 trim compressor, a .63 A/R T25 exhaust housing, an adjustable 5 psi Garrett wastegate actuator, and an adjustable 11 psi Garrett wastegate actuator. All collecting dust. Maybe someone wants these??
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Old 02-05-2011, 12:29 AM   #124
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Pretty, I like the looks of that. Is your other turbo rebuildable or did the bearing kersplode?
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Old 02-05-2011, 12:35 AM   #125
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Quote:
Originally Posted by Jagular1785 View Post
Pretty, I like the looks of that. Is your other turbo rebuildable or did the bearing kersplode?
The center seems fine, but I wouldnt want to chance it on someone. The turbine, and compressor wheels are both unusable. Maybe Garrett would give a credit as a core, but again, not a chance I would ask anyone to take. Ill just throw it in for free if/when someone buys these parts lol..
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