bettner12

If you have any more detailed questions, feel free to send me a PM.

Former manufacturing engineer from IAG here... you're plenty fine with stock sleeves up over 1000whp, the sleeves aren't the thing that fails. If you have a cast iron sleeve fail, trust me, you aren't just replacing one sleeve, you're throwing out the whole thing and starting over again. The cost of a comparable closed deck to a sleeved block is what you need to look at, they both need to be treated as a consumable, because they are... If the used close deck block you're looking at is an IAG block, then if would not be successful to install sleeves into it at that point. The cost of the sleeves themselves, plus the price of the machine shop to do it correctly, plus the long lead time typical of the places that can do it correctly are things to consider. If you have any questions, i'll try to keep an eye on here more often! good luck with you're build

I will be running the iWire dual pump hardwire kit, it uses the factory FPCM to trigger the first pump on at 100%, then uses an adjustable pressure switch to trigger the second pump when the demand is needed. This still keeps the safety of the ECU controlling the fuel pump relay and completely eliminates any of the issues with voltage drop.

I wouldn't, failure rate for the 300 is too high.

I will be there too!

Izze Racing does his video overlays in MatLab I believe. [ame= ] [/ame]

I know it's elementary, but make sure you fuse the power input to the logger.

UD, If you have any questions about the AQ-1 I used one for our SAE team the last couple of years before we upgraded to an AIM EVO5. Definitely a good choice for the application. -Clinton

Kinda surprised they used those fasteners in an aero area TBH

we agree on wastegate position lol wasn't sure if you already committed the motor or not, what struck me is how someone mentioned supporting the top of the cylinder walls, which sounds an awful lot like a closed deck block to me. hope the rallispec block works for you, i know they do great work. I'm gonna see if i can share some info about a new product that should be coming out very soon that will make twinscroll a much easier and more affordable option for the masses. I'll pm you about it.

Just found this thread... catching up... Why not IAG block and borg warner s200SX-E supercore? my ETS front mount clears the legacy fog lights by a mile, maybe the STI one would too?

I know I'll be be switching over to Injector Dynamics intank fuel pump, new ID1700 Injectors and Holley HydraMat once all those are released in the next year. https://www.holley.com/news/articles/holley_debuts_new_hydramat_fuel_reservoir/ [ame=http://www.youtube.com/watch?v=yfE1v65fNZI]The Amazing Holley HydraMat - YouTube[/ame] http://bangshift.com/general-news/new-products/must-see-holley-just-changed-fuel-system-game-big-way/ And the ID pump: 620LPH at 7Bar( 100psi) Constant flow from 10-14volts Slightly larger than a dw300 or walbro 405 Uses a controller designed with Bosch Motorsports. I believe it's actually 3 phase, and the amp draw on it is HUGE. new ID1700 Ethanol compatible injector Hopefully this video works for most of you, there isn't too much data or pictures of it, but i dug up what i could. https://www.facebook.com/video.php?v=398486990302789

Grimmspeed doesn't work to ETA's, they work to when they are satisfied it's the best product on the market for the target price point.

depends on where you put the AOS...

I did it the lazy way... AKA hardwired 12Ga ( I believe) soldered to the back of the bulkhead connector on fuel pump assembly, 12+ from battery, signal from the FPCM Bat+, and grounded on the right side of the center console, allowing for a switched ground leg to be able to turn off the pump while sitting with the key in "ON"

I ran 2Ga super Vu-tron cable and got it through with the factory fuel hardlines beside the brake booster for a shorter run, and straighter shot to the trunk

would this be the sensor you're most likely to design around? http://www.bmotorsports.com/shop/product_info.php/products_id/400 a few notes: reading up on it, it seems very sensitive to heat soak, and that some people on nasioc have stated the importance of clocking the sensor element perpendicular to the flow path of the charge air. Also being sure to place as much of the sensor element in the air path as possible (the entire plastic part of the sensor should be within the confines of the piping) , not have it shrouded by not being deep enough in the bung hole. also to note, if this is the sensor in question, the thread profile is 3/8" - 18 NPTF. Not standard NPT threads. Here's a short primer on NPTF: taken from http://instrumentationtubing.blogspot.com/2012/12/140-threads-used-for-tube-fittings.html 14.5 Dry Seal NPTF Threads Dryseal pipe threads are based on the USA (American) pipe thread; however, they differ from the USA (American) pipe thread in that they are designed to seal pressure tight joints without the necessity of using sealing compounds. To accomplish this some modification of thread form and greater accuracy in manufacture is required. The roots of both external and internal threads are truncated slightly more than the crest, i.e. roots have wider flats than the crests, so that metal to metal contact occurs as the crests and the roots coincident with or prior to flank contact, see figure-14-7. Thus as the threads are assembled wrenching, the roots of the threads crush the sharper +crests of the mating threads .This sealing action at both the major and minor diameters tends to prevent spiral leakage and pressure tight without the necessity of using sealing compounds, provided that the mating threads are in accordance with standard specification and tolerance and are damaged by galling in the assembly. The control of crest and root truncation is simplified by the use of properly designed threading tools. Also it is desirable that both for the length. However, where not functionally objectionable, the use of a compatible lubricant or sealant may be used to minimize the possibility of galling. This is desirable in assembling dryseal pipe threads in refrigeration and other systems to affect a pressure tight seal. In order to obtain a pressure tight seal using dryseal pipe threads without a sealer, it is necessary to hold crest and truncation of both internal and external threads within the limits specified. Unless this is done by use of threading tools with the crest and root truncation controlled so assure reproduction on the product of threads, it is necessary to use a system of measuring or a system of gauging and measuring to determine conformance. There are two classes of Dryseal pipe threads viz. Class-I and Class-II Dryseal pipe threads. The classes differ only in inspection requirements. For class-I threads, inspection of roots and crest is not required while for class-Ii threads these inspections are required. External Dryseal threads are tapered only while internal Dryseal threads may be either straight or tapered. Also, the thread lengths may be either standard or short depending on the requirement of the application. Short threads are obtained by shortening the length of the standard thread by one pitch. http://2.bp.blogspot.com/-qzvpxUB42Sw/UM3-Otr9WvI/AAAAAAAAAsE/wGB_BdsdeLI/s320/fig_14_7_external_mating_conditions_for_dryseal_pipe_threads.PNG The minimum material condition as shown at the left is established by having the mating crests and roots of equal truncation so as to assure metal to metal contact at these points coincident with flank contact. The condition is established at the sharpest root and the flattest crest and gives no clearance. Tolerances at the crests and the roots are established in the direction of interference only, therefore the maximum material condition shown at the right is established by having the extreme combination of sharpest crests and flattest roots, which provide the maximum interference. When threaded joints are made wrench tight, it is intended that the flanks and crests and roots shall be in contact. Figure14-8-: Basic dimensions of NPTF threads http://2.bp.blogspot.com/-wMYSzHJ_SDA/UM3-WfFQtAI/AAAAAAAAAsU/NDyIxHrc6zM/s400/table_14_8_basic_dimensions_of_NPTF_threads.PNG

Does anyone know what the inputs the fuel pump control unit is receiving from the ECU? I'm going to be ordering the DCCD pro controller, and figuring out what the heck it's doing. It looks ridiculously cheap though, either a buck-boosting circuit, or a 555 timer doing the PWM. Doesn't look like it would hold up to 55a to me at all. Looking into it more, i'll update when I receive it. -CB

twinscroll 18G

his parents are in from Wa state this week.

No

not good? it's a terrible idea, good thing I have friends in the DEA... LAWL

buy lights people!!! scott needs a new turbo!! [ame=http://www.youtube.com/watch?v=jWkMNuJjRUQ]NO WORDS #2 - YouTube[/ame]

^this, and he still does have his LGT for a while longer