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Ade

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Ade last won the day on July 9

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  1. Ade

    MartinT's BRZ

    Intake temp will vary quite a lot depending on airflow through the intercooler and how much work the charger is doing. At the track you should see about +25-30C over ambient depending on the circuit and driving style, with the Harrop kit.
  2. Ade

    MartinT's BRZ

    Congrats! 260 hub is about the same as the cosworth stage 2.3 Mark had on that dyno. Numbers on their own mean nothing though, it relative to stock stock ~170 then going SC + exhaust gets you ~260 which is a +53% gain. I concur it just feels like a bigger engine. power everywhere P.s. I am sure mark will happy to adjust the throttle mapping if you cant get used to it. I have two different throttle mappings for different situations.
  3. Ade

    Good news

    I had a 1.6 Supercharged C180K Merc. The new models replaced the SC with a turbo and gained a few MPG combined, for the same power output. Turbos are a bit better for fuel economy than supercharged, its only about 5% based on the Mercs but in todays market where a few hp matters, turbo wins. You still get better fuel economy from a 200hp 1.6 supercharged than you do from a 200hp 2.0litre high revving N/A engine. Partly because the higher revving engine has shorter gearing to make use of the higher revs (to achieve the power). My 86 is doing about 3k at 70mph. My 20d BMW is doing half that with it 8speed gearbox. Frictional losses for one are lower with less revs and as been said forced induction improves thermal efficiency of the engine. Next gen 86 if it does go ahead will have to be turbo or supercharged to keep costs down I would think.
  4. Ade

    MartinT's BRZ

    Big turbos lack low end torque and throttle response is not as sharp. Centrifugal SCs are belt driven turbos and also lack bottom end but sharp throttle as they are always spinning. Smaller turbos are better too. On plus side (big laggy) turbos can do big power, give better fuel economy on motorway and often have less complexity. E.g. air to air intercooler vs air to water to air that the roots chargers have and having to take manifold off ect... I'd go for a small turbo if you don't ever want more that the 280hp Rob lottery territory. Placement of some of the turbos in the kits concern me too.
  5. Ade

    Harrop GT86 Eaton TVS1320

    This is sort of true. At wot 5k standard track day test it should be about 3dB louder with +50% more airflow. When cruising you are correct it shouldn't be as pronounced but it is still a tad louder due to a bit more load on the engine.
  6. Ade

    MartinT's BRZ

    Some of the guys in the states use W40 oil and the TMG race card use 15W60. However they warm the engine up before driving. Toyota recommend 5W30 for hot climates. I would recommend 5W30 if you want to do tracksdys and don't have a strong oil cooler.
  7. Ade

    Big brake kit time?

    Indeed. I painted them when I got the car and started doing trackdays in it about 3 years later. Black also wouldn't work as it chars and flakes off 🤣
  8. Ade

    Blown Engine?

    It needs properly diagnosing before taking the engine out. I agree that I wouldn't rule out direct injector seals as one possible example that can cause a knocking sound. Its not always a big end failure. £17k for a engine has got to be trolling. Bet they had a great laugh about that in the office.
  9. Nope and you'll love it. It just feels like a 3 litre FA20.
  10. The length of the intake ports should be tuned to give you peak power where you want it. Higher rpm generally means longer runners for peak power. I dont know the exact numbers, but its part of the reason its such a big kit, the other being the large intercoolers. Some OEMs like Mercedes have variable length intake manifolds so you dont have to compromise. Its a bit like variable valve timing. Years ago they were fixed and tuned to give peak power (torque at high rpm), then Honda came along with VVTI and their revy 8k rpm engines actually had usable torque lower down.
  11. Well firstly perhaps you were not aware, Matt tweaks the maps to suit your engine. I think I had 3 or 4 iterations after installing my kits before it was spot on. Currently on the 8th iteration as ive added bits and ask for changes. This is over 3 years. Cosworth tested a variety of exhaust manifolds during testing/development. You've probably seen the H&S one doing the rounds, but they also tested a few other manifolds. So from that data Matt can customize the tune and tweak it. All you need to do is get some nice datalogs and send them and he will adjust accordingly.
  12. I agree with some/most of the bits Will is saying but I will add a few (try to be non biased) to that. Design c. I am not aware of anyone needing to cut a section, but yes you may need to put a small dent using a ball peen hammer. Design e. Due to it compactness the intake runner lengths are not tuned properly. They are too short. This is one of the reasons why the Cosworth running 0.5bar makes the same power as the harrop running 0.7bar boost. The other reason is the bigger more draggy TVS and the tuning to balance cylinder pressure which can only be done with incylinder pressure sensors (standard tunnig with OEMs and serious motorsport). Performance e. Its a fair point the most powerful Cosworth is their dev car running ~330hp. However, I am not aware of high power 400hp harrops that use pump gas? All E85 which help massively with high IATs. General advice I see is 12psi max on pump and you need E85 if you go for more boost due to heat and pulling timing. Cooling: Yes at 280hp both are fine, but running high power is where is were the nearly twice as good cooling (Coswroth is +15iat, harrop +25iat, Edlebrock +30iat) would come into it. Where the Cosworth could be +35iat @400hp, the Harrop will be +60C and the Edblebrock +70C. Tuning: Here is my main disagreement. The Cosworth was tuned on an engine dyno and it specific to that kit. You cant take things Matt has done differently with their SC kit and apply them to the other kits. Its not just the engine dyno tuning either, they use widebands in every exhaust runner, and cylinder pressure sensors to properly dial in each cylinder and evaluate things like how well the stock knock sensor work ect.. Its a different kettle of fish. Tuner dont typically use widebands and thermocouples in each cylinder runner, they just poke a wideband sensor up the exhaust. They certainly cant measure cylinder pressure and balance them out or evaluate if the knock sensor is doing a good job or not. For me the defining decision to go Cosworth was the tuning. Yes most people are happy with dyno or road tuning but for me I wanted the real deal OEM engineered solution. If I were choosing now, I would be on the fence a bit for some of the reasons Will has given and the fact that Cosworth are getting out of the game. Matt@cosworth still gives excellent support and he isnt likely to leave Cosworth any time soon as he is very well respected there, but you never know....
  13. 100% agree. Lotus Exige 350 V6 would be my other motor to compliment the gt86.
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