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Old 01-23-2011, 09:38 PM   #101
wrxtasy555
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Old 01-24-2011, 12:26 AM   #102
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looking great Britain!! Enjoying this thread!! I think we all deserve a video of this thing running when its done!!??
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Old 01-24-2011, 12:56 AM   #103
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With all the win in this thread and the potential power in this setup, why would you go with a stock ecu? Why not a hydra, motec, or aem? This is just such a epic build. Apologies if I offended you.
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Old 01-24-2011, 01:15 AM   #104
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Got up late this morning after the late night last night...but once I got going I got some good stuff done.

Third iteration of the brake line routing. The 2nd iteration interfered with the brake line routing. This time the brake lines are routed inside the cabin and then thru the firewall over the framerails.





Engine bay with the intercooler installed. Getting pretty busy in there.





Intercooler water lines routed thru the firewall to the pump/tank.



-Britain

Last edited by Britain; 10-23-2012 at 01:09 PM.
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Old 01-24-2011, 02:20 AM   #105
Britain
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Quote:
Originally Posted by cpturbo View Post
With all the win in this thread and the potential power in this setup, why would you go with a stock ecu? Why not a hydra, motec, or aem? This is just such a epic build. Apologies if I offended you.
The reason with going with the stock ECU is a combination of expense and requirements of the engine. I had a Hydra set-up when I was planning on using E85 with a USDM 2.5L engine, but have since sold that when my engine choice changed. I am using the stock turbo and stock internals so nothing really crazy. The stock ECU will do everything that I need to do and will control the AVCS properly. When I was looking at aftermarket ECU's, the ones that controlled the AVCS were very expensive. As per Tim Bailey at Cobb Tuning Surgeline (who will do the tuning) we shall see how this does and go from there.

-Britain
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Old 01-24-2011, 09:51 AM   #106
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i just had a thought about tuning .. assuming your your going to the dyno at surgeline

usually cars are tuned in 4th or 5th gear to reduce the chance of slippage on the rollers
i assume the 2 speed maxes out at ~60mph??

do you have a different tranny that you could put in for tuning?
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Old 01-24-2011, 11:28 AM   #107
Britain
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The transmission is geared for 45mph in first and 75mph in 2nd at 7200rpm. This new motor spins to 8500 and should be good for ~60mph in first and 105mph in second.

-Britain
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Old 01-24-2011, 01:21 PM   #108
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Quote:
Originally Posted by Britain View Post
The transmission is geared for 45mph in first and 75mph in 2nd at 7200rpm. This new motor spins to 8500 and should be good for ~60mph in first and 105mph in second.

-Britain
When I run the numbers for your gearing and RPM I get 53 mph in first and 88.5 mph in second with an 8500 rpm redline. I would suggest changing your final drive so either first will last up to 65 or drop 2nd to top out around 73. With your current setup I fear you will be usually running somewhere between gears and dropping out of the powerband in 2nd a lot.

Another thing to think about- you are probably going to want to run an cooler on the hot side of the intercooler water piping. I started last year with a setup almost the same as what you have now and I burned though ice much faster than I had predicted. With a small cooler installed I only need ice to get intake temps below ambient.
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Old 01-24-2011, 01:28 PM   #109
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Not sure how you are able to calculate the speeds not knowing the final drive, tire diameter, or gear ratios that I am running. My calculations give me the numbers that I listed above. We shall see once I have it running. Nobody said that my set-up on my previous engine would work, but it was perfect.

Regarding the intercooler, are you running AX type events (i.e. 60secs long)?

-Britain
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Old 01-24-2011, 01:34 PM   #110
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One more thing I noticed- You have bypassed the heater core the same way I did last year. Looking through the coolant routing diagrams I realized that I would get more cooling flow through the radiator by simply plugging the inlet and outlet of the heater core lines. Just something to think about.
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Old 01-24-2011, 01:40 PM   #111
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Amazing build! It is one of my dreams to build a 914/6 with a Subaru heart! Awesome work, keep it up and post some videos when its running!!
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Old 01-24-2011, 02:50 PM   #112
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What is the capacity of your radiator? I noticed that with my Koyo radiator that the small cylindrical overflows are not large enough for track or dyno runs. I ended up sourcing an OEM plastic bottle from the junkyard and haven't had any overflow problems with it.
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Old 01-24-2011, 04:05 PM   #113
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I don't know the physical capacity, however I also have the 25 feet of hoses running back and forth.

-Britain
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Old 01-29-2011, 10:33 PM   #114
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Quote:
Originally Posted by Britain View Post
Not sure how you are able to calculate the speeds not knowing the final drive, tire diameter, or gear ratios that I am running. My calculations give me the numbers that I listed above. We shall see once I have it running. Nobody said that my set-up on my previous engine would work, but it was perfect.

Regarding the intercooler, are you running AX type events (i.e. 60secs long)?

-Britain
My car is only used for AX. I'll be one of your competitors in XP if you come to Nationals. (Please come to Nationals, I want to see this car in person.)

I figured the speeds based on your previous speeds at rpm and I hadn't seen you mention a change of tires, final drive ratio, or gear ratio in this thread. If you are changing any of those then what I calculated would of course be off.
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Old 02-03-2011, 02:45 AM   #115
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Summary of the work completed over the last couple of days.

Went to install the starter and finish up the wiring and found that the position of the engine caused the starter to hit the trunk floor. Therefore I had to make this raised panel for clearance.



View from underneath. I made the panel with the transmission in the car. When I pull the trans to install the new flywheel I will clean this area up.



Throttle cable bracket completed and all adjusted. The feel of the throttle pedal is perfect.



Throttle cable mounted in the engine compartment.



ECU mounting and the majority of the wiring completed. Still need to finish the alternator wiring and some various sensor for the VSS (Vesicle Speed Sensor) and NPS (Neutral Position Switch).



Switch panel has power. Lets see, we got master on, fuel pump, radiator fan, intercooler water pump, and boost switch.



Dash display wired in and working. Not sure where it is getting the Oil/Water/EGT numbers as the ECU was not on...maybe memory from the engine it was installed on previously.



Right now the ETA on the custom flywheel is end of next week. If that happens then I should make it to the dyno the week of Feb 14th...almost there

-Britain
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Old 02-03-2011, 10:35 AM   #116
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Too cool. I can't wait to have a bunch of fabrication tools and the skills someday to tackle a build like this.
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Old 02-03-2011, 06:56 PM   #117
Britain
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Just need a welder, an angle grinder, and a drill...that will get you most of the way there.

-Britain
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Old 02-04-2011, 03:16 PM   #118
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Way to go Britain, can't wait to see your car in action. Your ecu and associated wiring is looking good.

Last edited by sawtooth; 02-04-2011 at 03:24 PM.
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Old 02-04-2011, 10:55 PM   #119
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Britain, was your engine already a cable op throttle body or did you switch to cable op? Nice progress so far.
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Old 02-05-2011, 02:48 AM   #120
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Pedal setup looks absolutely fantastic!
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Old 02-05-2011, 03:55 AM   #121
Britain
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The JDM engine was cable throttle body.

-Britain
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Old 02-07-2011, 12:05 PM   #122
Britain
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Ok, I am on the final push towards the end. I have dyno time schedules for Friday, Feb 18th at Cobb Tuning Surgeline. Still waiting on the flywheel, but I can get everything else prepared in advance.

Reprogrammed the dash for a little pre-race inspiration. I also wired up the oil pressure, oil temp, fuel pressure, and water temp sensors to monitor on the dash.



For radiator venting thru the hood, I purchased two louvered panels. These things were pricey and I was less than impressed with the quality. However, they will serve a purpose and I have to remind myself that this is just a race car.

Here are the panels in the approximate location on the hood.



I took the hood up to JP's shop to make the cutouts. Fortunately I was able to get JP off his butt to help cut the hood. Notice that he can't do anything without a cig hangin out of his mouth. :toke:



Here are the panels bonded to the back of the hood and in place on the car.



Side view, they are just under the 1" height restriction as per SCCA.



Looking down into the hood you can see the radiator and fan.



On the backside, you can see the area of the core mat we had to remove to bond directly to the backside of the hood. Added an additional layer of epoxy to the backside for strength.



I also was able to put a gallon of fuel in and test the system...good idea that I did this now as I found a pinched injector o-ring and had to get a new set on order. It was fun to have 45psi of fuel squirting out of the fuel rail.

-Britain

Last edited by Britain; 10-23-2012 at 01:10 PM.
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Old 02-07-2011, 01:26 PM   #123
wrxtasy555
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Looks awesome!!
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Old 02-22-2011, 01:40 PM   #124
Britain
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I haven't been posting progress picture as often, but I can promise you I have been working hard. I had to move my dyno time out a week due to a delay in the arrival of the custom flywheel, but now I am back on track.

All the car wiring is completed. Pictures of wiring is not that exciting, but here is the ECU and rear fuse panel wired up.



This is the custom flywheel that I commissioned WEVO to make. I had a concern about the conversion flywheels out there as they are welded together, about 32lbs with the pressure plate assembly, and intended for a 6200rpm USDM motor. This is an 8500 rpm engine and I wanted a little bit lighter rotating mass....therefore I went this route.

The flywheel is actually a three-piece design. This the flywheel as it arrived.



This is the back mounting flange of the flywheel. The large step is required to clear the adapter plate. This is where the conversion flywheels are welded.



Ring gear installed.



Flywheel mounted on the engine and the pilot bearing plate fitted.



Tilton pressure plate installed.



As I mentioned when installing the pedal assembly, I decided to go with a hydraulic throw-out bearing. Here is the Tilton Hydraulic throw-out bearing assembly fit in the 901 transmission. This is a completely custom set-up with custom parts. It is actually a SAAB bearing.



And finally, the transmission reinstalled with the assistance of my wife. VSS sensor wired up and hydraulic lines routed.



I actually filled the engine with oil/water last night and cranked it over. I got it to start for about 5secs before it would stumble. I have some ideas on things to check, but the good news is that is started. It was about 11:30 last night when I was cranking it and decided that I didn't want to push it with the neighbors, I will try again this evening.

-Britain

Last edited by Britain; 10-23-2012 at 01:10 PM.
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Old 02-22-2011, 04:24 PM   #125
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What time should I be over?
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