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11-20-2009, 10:42 AM | #51 |
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Indeed. Many of the electronic BCS can't get the boost to where it needs to be and at higher rpms boost tends to want to flutter. A good MBC tends to consistantly hold the boost better.
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11-20-2009, 11:51 AM | #52 |
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My Hallman gave me ROCK SOLID boost control.
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11-20-2009, 11:56 AM | #53 |
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Same here
My BCS would always leave me afraid that if I got on the gas below 3500 RPM in the higher gears I would overboost, because often it would. Cold weather would make it overboost by 5+ psi, getting on the gas too early would make it freak out and wind up the integral, then overboost when it spooled...this is after multiple revisions with a professional tuner. Then came time for the EWG and i couldn't get the BCS to do anything I wanted...it would overboost to 25 psi, then drop to 16, and stay pegged at 16 until redline despite the target being 21 and the initial and max WGDC being higher than the actual WGDC. I installed the Hallman, made about 5 pulls to get it set right, and never touched it again. In hot weather my boost would drop by about 1 psi, but other than that it was on the nose, day after day, no matter what gear, no matter what temperature. The only thing I might consider is adding a BCS in parallel to drop boost to wastegate pressure in the even of excessive knock, but I'll still be using the MBC to control the WOT cap. |
11-20-2009, 12:02 PM | #54 |
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^^^agree 100%. With a "hybrid" setup of boost control, as long as people use quality MBC's and EBCS, it can be a very effective setup and gives you the best of both worlds.
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11-20-2009, 12:54 PM | #55 | |
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Quote:
this is how I setup all my cars with EWG's. It's easier and a much better form of boost control, plus you get the protection provided by the ecu. |
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11-23-2009, 09:24 AM | #56 | |
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Any estimates on what power I could be looking at w/ this setup on 93 oct? 350whp would be a nice goal. |
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11-23-2009, 03:44 PM | #57 | |
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I think the picture shows very well that the chambers are opened up dramatically. There is always a little 'overhang' as you called it. There has to be quench in a daily driven car in order for it to even idle properly. You can see that we opened it up a ton around the valves and on the side of the chamber. We opened it up to the same diameter as a normal 2.5L combustion chamber. |
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11-23-2009, 03:58 PM | #58 | |
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Quote:
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11-23-2009, 04:53 PM | #59 |
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depends on what we're targeting. I cc the chambers so they all match the value we are looking for. Usually around 8.5:1
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11-23-2009, 07:24 PM | #60 |
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Add another part to the list: IAG oil catch can.
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11-25-2009, 07:19 PM | #61 |
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So how does it run?
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11-25-2009, 10:46 PM | #62 |
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Seems to run pretty well. Drove it about 100 miles today and I need to change the oil tomorrow morning before I do anymore driving.
Definitely much more noisy than before, but nothing I can't get used to THANK YOU IAG!!! |
11-25-2009, 10:58 PM | #63 |
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didn't do the heads huh?
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11-25-2009, 11:18 PM | #64 |
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No I did not.
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11-25-2009, 11:23 PM | #65 |
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didn't you blow up one hybrid already from detonation AND your stock block?
I can't believe you wouldn't spend the 350 bucks to have it done properly. Good luck, I hope you enjoy building these things because it's going to happen again. |
11-26-2009, 12:05 AM | #66 |
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Thanks for the information you posted in my thread; I'm sure many people will find it useful in their future endeavors.
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11-26-2009, 08:10 AM | #67 | |
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Quote:
however, i'm planning on a hybrid build next year sometime and i absolutely will not put an unmodified 2.0 head on a 2.5 block if for no other reason having a bit more insurance. i think my stock CR is 8:1, the STIs i think are 8.2:1 (not sure) and the mentioned 8.5:1 here is the CR i have been thinking about going for IF i dont do 8:2 or 8:1. the cost to do this is insignificant in my opinion compared with all the other things you will do to get the whole thing done. my biggest issue has been finding someone to even discuss how this is done. the attitude i have found is mostly put drop-in pistons in a new 2.5 STI block, slap your heads on and get a tune and forgettaboutit... this just doesnt work for me. |
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11-26-2009, 12:46 PM | #68 | |
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Quote:
I tell customers this all the time when dealing with things like boost creep or vacuum leaks: "electronics can't make up for mechanical issues without affecting everything else" What blows me away about this thread, is that IAG was told about this and somehow decided it wasn't needed. That decision is obviously not based on experience or knowledge in how these engines work or they decided the task was above their abilities and played it off as not needed. Happy Thanksgiving! |
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11-27-2009, 08:51 AM | #69 |
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I know for a fact that IAG's tuner does not tune in one gear. He tunes for power but does it for reliability and drivability which means in every gear. As for IAG they built a Hybrid with stock 2.0 heads and stock 2.5 block with no problems what so ever. Yes It would be better to modify the chambers but there are many many succesful hybrids that have been done without this.
Last edited by scprs; 11-27-2009 at 09:52 AM. |
11-27-2009, 06:26 PM | #70 |
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^^^Yes successful but I agree with maxwell,those hybrids will not make the same usable power as a hybrid with chamber work done and when pushed to make the same power will detonate and beat out a rod brg.
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12-13-2009, 11:43 AM | #71 |
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Ok, I updated the first post with a few things.
The WRX currently has ~2,200 miles on it and I'm going in for the tune by Jorge next Sunday the 20th. I picked up a Invidia V2 DP yesterday, so that will replace my current 3" shorty DP. I also got my Skunk2 3" CBE back on Thursday. DAMN that thing is loud! Recent pics: -Andrew |
12-13-2009, 03:30 PM | #72 |
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Just got done wrapping the Invidia DP. I hate fiberglass Pics on 1st page.
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12-13-2009, 05:45 PM | #73 |
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beautiful
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12-13-2009, 06:56 PM | #74 |
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Thanks you, sir.
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12-14-2009, 02:06 PM | #75 |
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Where did you get the wrap at?
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