Thanks Ross,

It was such a pleasant day today, with you and Gavin around. It is a pleasure dealing with ppl who are always well informed. These are the ppl who realise that hp is not gained overnight by taking short-cuts/risks, and that it requires time to perfect a tune successfully.

What a bummer with the slipping clutch, but I would be confident to say the 300+hp mark is not far off once you sort out your minor issues including the maxed out injectors.

Happy tuning,
Mao

[QUOTE=Rossco;581423]Net Result of today was...............

282 hp ath
371Nm

@ 1.7 bar





Slipping clutch FML!






5000km old clutch has had it's last HURAH!

Thank's again Mao & Warick........You guys are epic!
(graphs over in my build thread)

[URL]http://www.perth-wrx.com/vb/mechanicals/39184-rosscos-engine-build-12.html[/URL][/QUOTE]

I have the injectors here....Not much work involved getting them sorted (clean, flow test & fit).

Just need to budget for a clutch now. :mad:

[QUOTE=Rossco;581541]I have the injectors here....Not much work involved getting them sorted (clean, flow test & fit).

Just need to budget for a clutch now. :mad:[/QUOTE]

You already decided which clutch your getting ?

[QUOTE=PerthWRP10;581550]You already decided which clutch your getting ?[/QUOTE]

Not yet.

The one I am running Rossco seems to be doing well, it is a 6 speed one but I'm sure they do a 5 speed version, then again could be a good time for a 6 speed box!!

Put a 6 speed clutch into the 5 speed. Slight grinding of the inside of the 5 speed bellhousing but its worth it.

Aren't the flywheels different though?

I had my flywheel & crank balanced as an Assembly....

Was sucky to hear that clutch slip. What's in there at the moment?

Excedy/Daikin bonded & riveted Organic plate with +30% clamp diaphragm....Supposed to handle 350 at the flywheel......


At least it's making some power now ha ha!

[B][U]Edit:[/U][/B] just did a calculation based on the following:

Method 1: fixed loss

Method 2: Percentage loss

1) Fixed loss says that no matter how much power is being made, the drivetrain will only absorb soo much. In the WRXs case... its about 62 hp.

2) Assumes that the intial ratio of crank horsepower vs wheel horsepower remains unchanged. In the WRXs case using the 62 hp number from above that equals 27.3% power loss (62/227).

So given that my car makes 282 hub horsepower...

Method 1 says that its making 344 hp @ the crank (282+62).
But with method 2, a car making 282 hub horsepower would be making 359 crank horsepower.

So what do ya do? Is it 344 or is it 359?

Well, I say its neither.... what I do is average the two... makes me feel as if I am not inflating, yet not selling myself short...

344+359=703

703/2= 351.45 at the flywheel

Sound good?

Just over the clutches rated power handling.....DOH!

Hmm, would have thought it would hold on more than that!

Although, prolly find you are around 370+hp at the fly using my rule of thumb drive train loss thingy (which is completely a guess :D).

[QUOTE=Rossco;581619]

But with method 2, a car making 282 hub horsepower would be making 359 crank horsepower.
[/QUOTE]

How did you calculate your figure for method 2?

From my calculations (282/(1-0.273)) you get 388hp at the fly.

Average with method 1 of 366hp

Was just doing some calculations of what I'm aiming for after a tune.

While everyone is on this, will be interesting to see what the flywheel hp conversion is on the Dynpack for Rosco's vehicle. Will post it up tomorrow.

Regards,
Mao

[QUOTE=gazlaz;581717]How did you calculate your figure for method 2?

From my calculations (282/(1-0.273)) you get 388hp at the fly.

Average with method 1 of 366hp

Was just doing some calculations of what I'm aiming for after a tune.[/QUOTE]

27.3% of 282 = 76.98

282 + 76.9 = 358.9

[QUOTE=Rossco;581735]27.3% of 282 = 76.98

282 + 76.9 = 358.9[/QUOTE]

The way you've calculated there assumes that 282hp is 100% of what is being produced where you have to remember it is actually only 72.7% of the power (since there is 27.3% drivetrain loss).

282hp ATW = fly wheel power * (1 - drive train loss)


==> fly wheel power = 282hp ATW / (1 - drivetrain loss)
= 282/0.727
= 388hp

where drivetrain loss is 27.3% or 0.273

Too much power!!! You can give me some of it if you want :P

Feel free to tell me to get back in my box as I have no idea on this, but...
Your figure of 288 is what you got with a slipping clutch so wouldn't be a true reading? So your working out of flywheel hp would not be able to be determined until the slip is eliminated. Wheels saw 288 before the clutch let go but the flywheel probably saw a bit more than 350 and shat bricks. Am I right on that?

GX-REX: Yes you are right on that. I think we just want to know the limitations of the organic clutch he has. And yes, we are all going by a rough figure here.

Gazlaz: I like your brains and attention to details. Good on ya mate.

thanks again boys for your help on saturday.

i'll be back again once i play with a few more things :)

You are always welcome.

Also have something for ya. Sending PM now.

Regards,
Mao

[QUOTE=mao;580099]
Did a 309hp first pass and a whopping 319hp on the second.
Once again boost weened off 0.2 bar from the topend at 1.3bar after 5000rpm.

[IMG]http://img848.imageshack.us/img848/9239/dsc00791p.jpg[/IMG]

Regards,
Mao[/QUOTE]

Howdy Mao,

Do you still have a log of the bost graph by any chance?

Yes, will post it up for ya tmr.

Regards,
Mao

[QUOTE=meatbag;581813]Howdy Mao,

Do you still have a log of the bost graph by any chance?[/QUOTE]

What was your net result Jon?

Hey Rossco,

[URL="http://www.perth-wrx.com/vb/your-driveway/42607-jons-my11-10.html"]Jon's Dyno Sheet[/URL]

Are these still available?

Can you dyno an unpowered 06 DCCD gearbox (41:59 split)?

John I've never had a controller attached to mine and haven't had an issue at ASG, so I imagine Evo-R is the same

[QUOTE=jEstEr?;603002]John I've never had a controller attached to mine and haven't had an issue at ASG, so I imagine Evo-R is the same[/QUOTE]


When I had mine matt I had it booked in at asg and I rocked up Sean said he couldn't do it because I didn't have a controller ?

#winning.

come to think of it I might have still had the dogbox in. either way just feed the centre 12v and lock it up

[QUOTE=Kato;602990]06 DCCD gearbox (41:59 split)?[/QUOTE]
Nice

I have been asked many times if the Power Run deal is still on. Answer is yes.

Once again, thank you P.WRX members for your continual support. Prices are here to stay

We have successfully tuned the Link G3 and G4.

Will update with some power run data tonight.

I'll be keen to get a dyno run in sometime to get a base power figure before I've done any mods. Won't be till after I'm back from New Zealand though.

Np, let me know. Have a gd time in NZ.

Below is a fine example of how a properly set up Subaru GDA Impreza coupled by a Link G3 can achieve more than 60hp higher at 14psi of boost:

Initial Power Run -- Car came in all sluggish with one of those shitty manual boost controllers:
[IMG]http://img30.imageshack.us/img30/8941/dsc01169ld.jpg[/IMG]

After the G3 was retuned at less than 1bar of boost coupled with the factory boost control solenoid --- wala 68hp back on the wheels:
[IMG]http://img36.imageshack.us/img36/5932/dsc01170vn.jpg[/IMG]

2 points to make here:

1) All our Power runs are done SAE corrected 'AT THE WHEELS' not at the flywheel. Dynapack software can display POWER HP even when power is taken from the flywheel, so please ask the Dynapack operator to clarify whenever they do a power run as I have seen a lot of exagerated power runs vs flywheel torque, misleading people into thinking it is power hp at the wheels. Power at the flywheel is approx 25-30% more than at the 4 wheels.

2) We have found the Link G3 and G4 to be capable units. Many ppl have complained about their tuneability esp with idle problems which led us to be skeptical of this unit. I can safely say now that they are a tuneable unit with enough idle compensation and cold start controls for it to be an effective ecu. However Vi-pec and Motec do have their added value and advantages.

What happens to the torque between 4k and 5.5k rpm?

Excellent question. +1

Car was detonating when we put more ign timing between the 4-5.5k to try to smoothen out the torque curve.

Better spark plugs are needed for this car.

Also when more mods are done to this car, we can push the boost possibly to 1.1 bar and go from there with the new plugs and more hp.

interesting, i replaced the plugs 30k ago with ngk platinums, correct model number as well, as i got them from rossco

the owner of this car must be quite happy ;)

what turbo was it running?

good ol td04

how does it drive now? feel faster? got the ol td04 also, car would be much better with a tune :(

yeah so much better, if i had known how much better it drove i would have got it done so much earlier

quite alot quicker, way more responsive and alot more torquey + smoother
also better fuel econ

i get like 450-500km's to a tank if i drive without my heavy foot