[s-cars] Re: Living at altitude - Apexi and turbos

[Christopher Leal]

50 Trim Ball bearing turbo.....no oil events to date. Been driving it hard
for two years with no problems.

 KNOCK, KNOCK, KNOCK
        WOOD

Christopher

-----Original Message-----
From: s-car-list-admin at audifans.com
[mailto:s-car-list-admin at audifans.com]On Behalf Of QSHIPQ at aol.com
Sent: Friday, October 04, 2002 12:35 PM
To: CaptMagu at aol.com; s-car-list at audifans.com
Subject: Re: [s-cars] Re: Living at altitude - Apexi and turbos


--
[ Picked text/plain from multipart/alternative ]
Thanks for the posts Hap...

I saw (smelled) and reported Dean Treadways car belching blue at MIDOH
earlier this year.  That sure didn't seem right to me, a "duh" comment.
But,
every ball bearing turbo I've seen to date, seems to have this problem (Dean
didn't appear to pleased with that summation).

I see the PBMAF can help immensely, if those numbers are correct, it sure
would put the argument that the RS2 MAF sucks itself (it does as noted).  I
might point out that the object of the argument hasn't changed.  How much
extra is that 70HP in terms of $:HP ratio?  Do we have a torque number
(MLP?)
from that run?  hap, are you running the PBMAF, or the RS2 as I read into
your posts?

I'm all for better/faster.  Cranking up FPR sounds fun, but really with the
proper mathing of the FI, this really shouldn't be necessary.  I'm also
still
a bit perplexed that someone could/would spend the dollars to get a MAF
recalibrated to work with the  stage xx ECU, but not the WGFV (or adapt a
stepper motor).  Put another way, if you are running a 3bar PT in the ECU,
why not program the boost profile instead of giving it to a dumb/er device
for the same function.   What safety features are you compromising on in
deference to it's BOOST profile.  IMS, mike did have some, er, problems wrt
said motor related to this concept.  Mike?

I'm with you in the quest, just not the execution of it, Hap.

SJ




In a message dated 10/4/02 1:50:02 PM Central Daylight Time, CaptMagu
writes:


I can definately understand that optomistic keyboard thing. Mance's car did
have RC 310cc injectors with an adjustable fuel pressure regulator(AFPR)
that
was extremely fine tuned with some very expensive exhaust gas analyzer. He
was also running 100 octane gas for this dyno run.

He will be the last to toot his own horn but, Mr. Mike Pederson has run
something like 369 rwhp on 91 octane pump gas not corrected for squat(NCFS).
That would be with Apexi AVC Type R boost controller and AFPR. He is running
the Pederhousen Big MAF(PBMAF), Sport Q EM, and Garrett T04E 46 trim mit
dual
ball bearings. Mine is a 54 trim(2 steps higher than Mike's) without the
ball
bearings(just plain old sleeve bearings and 360 thrust bearing). He's also
got a slightly detuned Happersize FMIC. At his own admission he thinks that
his turbo could be a little larger. Brian Billotti just got his car running
and it was sporting the same type of turbo Mikey has but in a 50 trim size.
Word is that its back to Innovative Turbo because of an oil burn issue. I
believe someone reported that Dean Treadwell had  this same problem with his
car and this same turbo. Mike has had his back to Innovative as well for
noise problems.

If I run this larger turbo at lower PRs and feed it through a large FMIC for
relatively cool charge air temps I'm dramatically lowering the stress on my
engine. My reasons for going with the tube header is that I can use any
Garrett turbine flange and as a result have a turbine with a 3" exit port.
This will give me a true 3" turbo back exhaust. I can also mount a much
beefier wastegate(Turbosmart WG-45 ordered). The enhanced flow through the
tube header and the smoother exit of the exhaust through the 3" port and
downpipe will give me enhanced responce. I probably won't turn up the
boost;-) but I will have a lowered boost threshold.

Hap, planning away in Evergreen, Maguire


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