On an up note I’m seeing 20 psi in 3rd and 4th by 3175 rpm. The four port is doing work.
Woot! Woot! I have a revision but can’t load it until later tonight. More datalogging to come.
I want to read about 25 psi from the EFR9180. I never go more than about 20.
Max EGT for an EFR is said to be 1742°F. For other turbos the max is usually around 1750°F and special race turbos can go as high as 1925°F.’ Anytime you heat a metal near its limit it will fatigue faster. I set a personal limit around 1600 - 1650°F.
Well egt location is specific and if it’s not in the correct spot temps are really not accurate.
Generally temps run between 1100-1400f.
On super high performance stuff think 1000-1500hp, with nitrous, upwards of 1600. Ethanol is cooler by at-least 100f.
For a high boosted 4-cycle application, on pump gas, anything above 1650f would be a concern for me. I would hard stop before 1700f. In the end, an engine likes what it likes if you make peak power by pushing hotter that works.
I guess I didn’t post this earlier an accident.
As you have multiple cylinders merge, temps raise. If you’re running your egt lower or after merge it will be different.
As you leave stoich temps drop. In both directions.
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1989 535i - sold
1999 M3 Tiag/Dove - sold
1998 M3 Turbo Arctic/black - current
2004 Built motor TiAg/Black - Sold
2008 E61 19T Turbo-Wagon - current
2011 E82 135i - S85 Swap - current
1998 M3 Cosmos S54 swapped Sedan - current
1998 Turbo: PTE6870 | 1.15 ar | Hp Cover, Custom Divided T4 bottom-mount, 3.5" SS exhaust, Dual Turbosmart Compgates, Turbosmart Raceport BOV, 3.5" Treadstone Intercooler, 3.5" Vibrant resonator and muffler, Arp 2k Headstuds | Arp 2k Main studs | 87mm Je pistons | Eagle rods | 9.2:1 static compression, Ces 87mm cutring, Custom solid rear subframe bushings, Akg 85d diff bushings, 4 clutch 3.15 diff, , Poly engine mounts, UUC trans mounts W/ enforcers, 22RPD OBD2 Stock ECU id1700 E85 tune, 22RPD Big power Transmission swap w/ GS6-53
I should clarify that the temps I’ve been talking about are TIT or turbine inlet temperature which can be slightly lower than EGT because it is measured farther away from the exhaust port. EGT is usually the temp of a single cylinder and TIT will be the sum of multiple cylinders. My probe is mounted just before the turbine flange on the TS Steed for cylinders 1-3.
The revision has brought it down into the low 10’s. Power feels down but it’s safer. Jordan is on it. I have to get Jordan a proper log with load so he can work his magic.
A bit more fine tuning of the eBoost2 and I’m getting a fairly stable 23 psi with an initial spike to 24. I need to look at data logs of boost to fine tune it more.
Once the tune and boost are sorted a bit better then its going back to the dyno to see what she has got.
I had it out on some twisties tonight, what I actually built it for, and it just blows me away what it can do. I’m in love again.
I’ve been scared to do a hard launch, just incase all the rear subframe attach work didn’t fix the hop, but......... she is tight. Those poor RE71Rs got lit up a bunch of times from a launch, first at 2000 rpm, then 3000 rpm and then close to 4500 rpm just to be brutal. Nice smooth black stripes and only a slight remenisant feeling of hop as it was bouncing off the rev limiter (not hop). Yay, I finally won that battle. Screw you hop! (I’ll post this in my rear subframe thread for some closure)
Last edited by chikinhed; 07-06-2018 at 10:01 AM.
Nice! The 4 port solenoid is much better at controlling boost, i converted my truboost to a 4 port and the difference is amazing.
Ive had luck with r888r 275 radials, no spin from a 40 in 85 degree weather boosting 30-31lbs.
If I ever get flares on my car I’d like those or the 295s.
I took the car to the Ridge Motorsport park near Seattle today. The EFR was amazing on the track. I kept the boost down to 18 psi and it still had gobs of power on the road course. Water temps were under 220°F and oil temps were less than 240°F. I went through six gallons of 50/50 water/meth.
The water cooled brakes version 1.0 seemed to work great. I had no brake issues at all. I filled up my washer reservoir with water after each run. I need a check valve though as it leaks out the nozzles when the tank is full. I used the headlight washer pump and hoses for the system and it’s triggered by the brake light switch. I even get a low washer fluid warning when it’s getting low.
That is a lot of meth to use in one day!
It’s probably close to 25% water/meth to fuel when it’s spraying from the exit of each corner to the entry of the next I have two 0.8 nozzles just after the MAF and a 0.3 right at the compressor inlet. I do need to fine tune the Aquamist but in the grand scheme of things I will still go through a boat load of water/meth at constant WOT.
A couple of days ago I connected up a fuel pressure sender to the openOBC. I also installed a new front lip, switched to a new ZT-2 and changed to 15W50 Mobile 1. Since I was wiring the cooling for the brakes I figured I’d do all the other wiring st the same time.
Nice, how did you like the Ridge? I haven’t been there yet but it looks like a great track.
Take your car to Spokane or Oregon Raceway Park to see how well the setup does in the hot weather!!
I thought it was hot at the Ridge yesterday. I was seeing 105°F on the OAT, even at 5 pm when when I was driving away from the track it was 90°F. The car handles the heat pretty good. I actually have a Stewart WP install that has a lot of cavitation damage that you obviously wouldn’t see unless you pulled the pump off. I have a new pump, I’ll post pics of the removed pump once it’s off.
My local road race course is really hard on brakes. Even with 3" ducting to the center of the front rotors, titanium shims between the pads and pistons in the calipers, the Castrol SRF brake fluid is getting hot and squishy and I burnt 1/2 way through $500 worth of brake pads. Water cooling has been around for a long time. These guys sell a kit for GTRs - http://www.willallracing.com.au. Australian V8 super cars use water cooled brakes as well.
'97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.
Here is a no traffic lap I did at the Ridge Motorsport park on Sunday.....
https://m.youtube.com/watch?v=NZrhrrUSnbQ
Last edited by chikinhed; 07-11-2018 at 12:48 AM.
Mission is hard on brakes for an E30 with an M20. I can only imagine what its like for your car at that power level!
Nice - I need to make it out there.
What group did you run with at Ridge?
A group was full and I hadn’t driven the track before so I accepted the spot in C group. After lunch I was in B group. The group putting on the event has open passing anywhere with a point by which is not like any other HPDE group I’ve been with. They were mostly all ‘tuner’ cars.
I was more asking what organization put on the event, not necessarily run group.
Looks like BMWCCA does some occasional 1 day events, actually most orgs do one day events in the area, which is new to me. Everywhere in the SE and TX region is a 2 day weekend event, and quite a bit cheaper than here!
Def, didnt realize you relocated!
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