Picked up the 55mm pulley for the s/c today which I think will give 10psi. Cost $285, which is the cheapest thing I have bought so far.

The new fuel system and Haltech E11 are hooked up using the old engine as a mule, it's just about cactus now.

The exchange short motor with new CP pistons etc probably being dropped into the car this week.

Custom Intercooler project is progressing, this will be an interesting design I hope we can share with other sprintex users. The temps were way too high when they were trying to run it up on the dyno and intercooling is no longer an optional extra, it is a necessity.

Hoping to have the first 400hp awd magna after all of this stuffing around, how long it lasts is another thing.

Hoping to have the first 400hp awd magna after all of this stuffing around, how long it lasts is another thing.

Good **** mate. The AWD platform deserve tis sort of power. It'll be great to see how other stressed components cope.

wow, sounds like your car is going to be a beast, when do you think she will be ready to go? have you got any pictures? might be able to get close to beating daves twin turbo magna!!! wonder what times you will pull? nice work mate.

mike

I seriously hope your taking pics and documenting the process...think you'd be very silly not too.

But can't wait to see.

400hp at all 4 wheels thru and auto with 10psi of boost???

wow.

GTR masher FTW!!!!!!

can i ask how much the short block with the forged piston's is setting you back?

400hp at all 4 wheels thru and auto with 10psi of boost???

wow.

nope 400hp+ at the crank, or whatever it takes to make 300hp at all four.

This makes a low 13 second magna.

heh just wait to see if ezboy gets his way with his awd, a nice hint is 25psi.

wow, sounds like your car is going to be a beast, when do you think she will be ready to go? have you got any pictures? might be able to get close to beating daves twin turbo magna!!! wonder what times you will pull? nice work mate.

mike

it will not beat the TT magna.

The TT magna is a manual and makes at least 100hp more at the engine than mine will.

Mine is a strict sleeper designed to chop unsuspecting ricers and v8s. No stickers, no bodykits no cannons, no mags. Just massive torque and traction for the 0-60kph sprints.

heh just wait to see if ezboy gets his way with his awd, a nice hint is 25psi.


shh, this is top secret. you will have to be killed now!!

can i ask how much the short block with the forged piston's is setting you back?

open cheque book at this stage, can't seem to get a final number from RPW.

So far I've racked up about 6 or 7 grand on the bolt ons such as the fuel system, exhaust upgrade and Haltech E11 (with dyno and labour) plus 7 grand on the initial sprintex install.

This will be the first intercooled sprintexed magna running full sequential fuel injection and is the ultimate experiment. Who knows what numbers it will pull?

I seriously hope your taking pics and documenting the process...think you'd be very silly not too.

But can't wait to see.

The only thing worth a photo will be the custom intercooler. Everything else is being kept as stock looking as possible to make the ricer boys cry.

Do you have some info on the CP pistons? What CR are they? I was under the impression CP don't have any off-the-shelf pistons for our motor suitable for FI. Were they custom made, or am I wrong?

I think you are spending a hell of alot of money for results which probably aren't going to meet your expectations, but it's certainly an interesting project, so please continue to share :)

While I'm a fan of doing things "the proper way", based on what I've discussed with Sprintex and my tuner, I do think going with the E11 is massive overkill, and largely a money-making excercise for RPW.

Apparently SMT6 can control larger injectors just fine, so I really don't see why you would wanto go to the huge expense of the E11. Of course the E11 is FAR superior, but really IMO for your application the SMT6 would do the job fine.

Anymore info about the your build? what else are you doing to the motor? Are you keeping the factory rods? If so are they resized/shotpeened, or just left standard? Are you changing cams? If so what specs?

Do you have some info on the CP pistons? What CR are they? I was under the impression CP don't have any off-the-shelf pistons for our motor suitable for FI. Were they custom made, or am I wrong?

I think you are spending a hell of alot of money for results which probably aren't going to meet your expectations, but it's certainly an interesting project, so please continue to share :)

While I'm a fan of doing things "the proper way", based on what I've discussed with Sprintex and my tuner, I do think going with the E11 is massive overkill, and largely a money-making excercise for RPW.

Apparently SMT6 can control larger injectors just fine, so I really don't see why you would wanto go to the huge expense of the E11. Of course the E11 is FAR superior, but really IMO for your application the SMT6 would do the job fine.

The CP are 8.8:1 and are readily available for this engine.

The SMT6 cannot run full sequential or very many accessories. The resolution for the E11 is also very fine (500 rpm increments). This is the difference between having a reliable and civilised engine versus a slap together and hope she holds approach. I do not want to destroy another set of pistons or have knocking on a hot day.

I'm putting all the accessories on well in advance of phase three which either going to be the next size up in blowers (say 2.3L displacement @ 16 psi) or additon of a single turbo blowing through the s/c.

Mine is a strict sleeper designed to chop unsuspecting ricers and v8s..

:bowrofl:

I was thinking of going for a water/meth injection setup soon but the intercooler idea sounds better, any pics or details of this?

Twin Charged magna.... Now I'd like to see that....!!!:badgrin:

Full credit to you my fellow forum member..... I'm Watchin this space!:shock:

I was thinking of going for a water/meth injection setup soon but the intercooler idea sounds better, any pics or details of this?

RPW are working on the design now. It requires a bit of modification the manifold, but the components are unremarkable and subsequent kits should be quite cost effective.

The intake temps are just too high once you start to turn up the wick on these s/c engines, so the solution has been to retard or to squirt fuel into silly places.

This intercooler kit should allow a very aggressive afr and heaps of timing.

sounds like this is going to be a real beast when its done
how much fun would it be if it was a manual :cool:

The CP are 8.8:1 and are readily available for this engine.

The SMT6 cannot run full sequential or very many accessories. The resolution for the E11 is also very fine (500 rpm increments). This is the difference between having a reliable and civilised engine versus a slap together and hope she holds approach. I do not want to destroy another set of pistons or have knocking on a hot day.

I'm putting all the accessories on well in advance of phase three which either going to be the next size up in blowers (say 2.3L displacement @ 16 psi) or additon of a single turbo blowing through the s/c.

www.tearstone.com (http://www.tearstone.com) for CP slugs. May find them cheaper if you look hard.

The E11 is a pretty powerful unit as is the Motec M600 and M800 (the 600 controls 6injectors, the 800 can do 8 - ie 6 fuel, 2 nox ;) ). Who is supplying the harness for the E11v2? Haltech tell me they don't supply one, which isn't the end of the world by a long shot.

People need to understand the importance of tuning finer resolutions as you've mentioned, but also the need to trim each cylinder's fuel individually. I suspect there are areas of the motor esp heads that have hot spots esp under prolonged spirited driving and being able to apply a touch more fuel to said cylinder will help stave off disasterous detonation and other bad things. The stock rods will eat that sort of hp up. The gearbox will also handle the mumbo - that's why its fitted to some pretty tough GT-A Lancers stateside. Jatco state 510nm but billet shafts, custom clutch packs, upgraded valves and oil coolers will keep it alive for probably (me guessing here) 650-700nm max.

Does the E11 have electronic boost management - would be a good aid in eliminating boost spikes and keeping peak torque within the gearboxes healthy working range until mods are done.

All the best with the build, keep us all updated with even your most insignificant pics and developments.

I.

www.tearstone.com (http://www.tearstone.com) for CP slugs. May find them cheaper if you look hard.

The E11 is a pretty powerful unit as is the Motec M600 and M800 (the 600 controls 6injectors, the 800 can do 8 - ie 6 fuel, 2 nox ;) ). Who is supplying the harness for the E11v2? Haltech tell me they don't supply one, which isn't the end of the world by a long shot.

People need to understand the importance of tuning finer resolutions as you've mentioned, but also the need to trim each cylinder's fuel individually. I suspect there are areas of the motor esp heads that have hot spots esp under prolonged spirited driving and being able to apply a touch more fuel to said cylinder will help stave off disasterous detonation and other bad things. The stock rods will eat that sort of hp up. The gearbox will also handle the mumbo - that's why its fitted to some pretty tough GT-A Lancers stateside. Jatco state 510nm but billet shafts, custom clutch packs, upgraded valves and oil coolers will keep it alive for probably (me guessing here) 650-700nm max.

Does the E11 have electronic boost management - would be a good aid in eliminating boost spikes and keeping peak torque within the gearboxes healthy working range until mods are done.

All the best with the build, keep us all updated with even your most insignificant pics and developments.

I.

yes to boost management. All haltechs from the e6x up do i believe.

Word on the resolution. Every 250rpm v 5 map points (avg chip)...

I dont think each injector is tuned much differently. Usually wideband O2 sensor in the tailpipe is used.

Tuning individual cylinders will become important when he gets tired of the 10psi and wants 16, assuming the intercooler is effecient and can sustain it. You'll find out ;)

RPW are working on the design now. It requires a bit of modification the manifold, but the components are unremarkable and subsequent kits should be quite cost effective.

The intake temps are just too high once you start to turn up the wick on these s/c engines, so the solution has been to retard or to squirt fuel into silly places.

This intercooler kit should allow a very aggressive afr and heaps of timing.
Any idea of an ETA when the cooler should be on you car? Did they actually find a place to mount the cooler at the front and run the piping up through the engine bay?

Any idea of an ETA when the cooler should be on you car? Did they actually find a place to mount the cooler at the front and run the piping up through the engine bay?

if I'm correct, it's mounted INSIDE the supercharger... there's nowhere else for it to go. efficient cooling might be limited just due to the physical size.

it will be interesting to see the differences between tbb's build and my build.

cheers,
.wook

I emailed RPW about the Sprintex intercooler and here's what they said:


We are designing a water/air intercooler kit but have no idea on pricing or eta on when this will be available at this moment because it is still in the development stages. Once it is available we will post up a notice on our website.

I'm guessing there will be a water canister somewhere in the engine bay that will pump water into the air inlet manifold, the water will take the heat away from the inlet manifold, flow into a front mounted radiator, this will cool the water (thereby removing the heat), then flow back into water canister. Much like coolant flowing through an engine block. I guess this is how a water/air intercooler works?

I'm sure tbb will keep us posted on the progress of the intercooler kit :)

Oh dear :silenced:

It's just one compromise after another.

IIRC most water to air intercoolers are cooled by the coolant of the engine.

IIRC most water to air intercoolers are cooled by the coolant of the engine.

thats mostly true for trucks but for performance cars like the RS liberty and the celica GT4 the water/air intercooler coolant is seperate to the engine coolant.

thats mostly true for trucks but for performance cars like the RS liberty and the celica GT4 the water/air intercooler coolant is seperate to the engine coolant.

lol If water/air intercoolers used the engine coolant - they would be interheaters in most cases as the temp of your coolant is upwards of 90 degrees.

They use a seperate (usually front mounted) radiator to cool the water and water pump to circulate it from the radiator, to the cooler core and back again.

I believe this one will use a small front mount radiator, hopefully not highly visible

Motorsport and production cars ALWAYS have separate systems.

Even if the small radiator is visible a coat of black paint will blend it in.

There used to be a US re-mailing house that was for this purpose - an address in the US or something it was called. Not sure if it still exists or not.

well its back on the road and running in the new pistons. Despite only 8.8:1 CR and 7psi the car goes pretty well.

Still waiting on some lid modifications before the custom intercooler can go in, then we can put a heap more timing in and maybe then put the 55mm pulley on.

The engine sounds a bit different to the standard 6G74, probably different sound from the new pistons.

Ghey transmission holds it back alot, have to shift the tippy about 3000 rpm before I want it to shift. Pretty much one-two-three on the upshift as fast as the left hand can do it, and even then it still hits the rev limiter before the thing finds the next cog.

nice,so are you gonna bring it down to thursday's meet?

well its back on the road and running in the new pistons. Despite only 8.8:1 CR and 7psi the car goes pretty well.

Still waiting on some lid modifications before the custom intercooler can go in, then we can put a heap more timing in and maybe then put the 55mm pulley on.

The engine sounds a bit different to the standard 6G74, probably different sound from the new pistons.

Ghey transmission holds it back alot, have to shift the tippy about 3000 rpm before I want it to shift. Pretty much one-two-three on the upshift as fast as the left hand can do it, and even then it still hits the rev limiter before the thing finds the next cog.

might not want to do that too much until the pistons are run in properly.

very hard to keep it off the redline, it just wants to rev. Really a conscious effort to lift the right foot off and let it find the next gear, or move the tippy lever like mad.

Engine is practically run in anyway, it's had so much time on the dyno trying to get a smooth and safe tune. All fuelling is by 6 larger injectors (see my user profile). The 7th injector has been replaced by a much smaller 200cc unit - it's purpose is to help a tiny bit with the cooling. The big unit that was previously in there would always over-fuel at the wrong time and it was very difficult to smooth out.

hurry up and do a thread in members machines

your car isnt dark blue is it?
cause i saw a dark blue KL at RPW on friday

your car isnt dark blue is it?
cause i saw a dark blue KL at RPW on friday

that would be mine, it had been there for a while

So that has been you holding up traffic at RPW, right time to come slao you lol only joking mate. is yours the one that has been there since january? have you got any power figures? how did mine lookwhen ou went there, mine is the black TH. i so hope its ready this week. congratulations on having your ca up and running.

mike

So that has been you holding up traffic at RPW, right time to come slao you lol only joking mate. is yours the one that has been there since january? have you got any power figures? how did mine lookwhen ou went there, mine is the black TH. i so hope its ready this week. congratulations on having your ca up and running.

mike

I haven't made any enquiry about the power figures achieved during the running in set-up on the dyno, there will be some power runs when the donk is run-in and the intercooler is on. It feels a lot quicker now and has a bigger brain for managing the engine.

Your car had the heads off when I was there on Friday.

I haven't made any enquiry about the power figures achieved during the running in set-up on the dyno, there will be some power runs when the donk is run-in and the intercooler is on. It feels a lot quicker now and has a bigger brain for managing the engine.

Your car had the heads off when I was there on Friday.

cant wait, its good to see you got your car back and in good condition as well.

mike

TBB, the s/c benchmark currently sits at 12.96 so you'll have to beat that! that said once sports gets his TL running and i install me newly aquired rear coilovers, i'm sure it will be lower :D

TBB, the s/c benchmark currently sits at 12.96 so you'll have to beat that! that said once sports gets his TL running and i install me newly aquired rear coilovers, i'm sure it will be lower :D

it will be a battle for me to get sub 13 without hardening up the shift on the tiptronic. I reckon I'm losing a total of half to one second while the thing slurs between gears. But had all four spinning in the wet today, that was fun.

any updates on the intercooler tbb