jackal8788

I will get in touch with TiAL and try to verify.

So as part of my attempt to be as proactive as possible and not have any problems when I get things put together, I decided to verify the cracking pressure of the wastegate. I applied pressure at one of the three 'low' ports which are all pressure ports and found that it cracks at about 22 PSI. I have springs installed for a 14.5 PSI crack. Obviously there is additional opening force on the valve generated from exhaust pressure which I can't simulate in a static test. Does anyone know if this is about right for a static cracking pressure? fahr_side, this is probably most directed at you. Sent from my iPhone using Tapatalk

'tis a thing of beauty and probably provides much more insight into what any future readers are getting themselves into

I feel much better now. As it just re-occurred to me, could I get that thread title change Mr. Teaser? 'Jackal's 20g to 18g e85 Soap Opera'

Okay well I'm glad this isn't some other unique issue that only my car experiences. Does it happen at WOT as well or is it just in mid-throttle ranges? Is it dangerous to the engine or just a nuisance?

So this is essentially a transient lean condition that occurs? Does it happen at WOT as well? I ask because I haven't rolled WOT through the gears in a long, long time and I don't remember this happening when I did it last.

I wish that were the case but I'm not clever enough to make this stuff up! To your point though, I did use 60% only as an example. I don't know exactly what load/throttle ranges it starts happening at but it isn't at low throttle where I spend most of my time driving. As I write this and think about your comment regarding the tune, I guess in normal driving mode the car is still in closed loop. I should maybe try to test if this only happens in open loop situations.... I have also reached out to my tuner for his thoughts but I like to see what kind of feedback I get on here and if nothing else, it lets you all know the gremlins haven't departed just yet

In the spirit of always keeping a little Panda drama afoot, I've noticed that the car will 'hiccup' in certain situations. If I am running at ~60% throttle when I shift (so ~60% throttle in one gear, then shift and roughly match that throttle position in the next) the car will stutter. I can feel it and I physically see my boost building smoothly up to around 5 PSI, then it drops down to around 0 PSI, then resumes building smoothly. This doesn't happen at lower throttle positions which is how I usually drive, but as I said, if I'm a little more spirited on the throttle, it makes this little hiccup which also seems to be accompanied by a pop in the exhaust. Here is a datalog from last night for reference. If you plot the curves, you can see the dip in the MAF curve quite clearly. Any thoughts? stage 2.5 shift hiccup.csv

I've always felt that if I could enable even 1 person, my life would have fulfillment and meaning.

Would this be someone subscribed to my little soap opera here?

So I ordered my EWG header from Six Star today and will also be having it coated. Interestingly enough they said they are in the process of building another one right now. Anybody on here having one made?

^ And my excitement over this thing has grown yet again!

Is that an 18G? Sent from my iPhone using Tapatalk

After more thought today, I've decided to try out the 'revised' Six Star header. Factors that drove this decision are as follows: - Current forum users are running headers they have made successfully so it does have some very limited field data in terms of being able to support the turbo, not warping or deforming significantly, etc. - Having my car down for a week to allow for a custom job is going to be challenging. - Six Star claims an 'improved' design. While I don't know what that actually means, I am hopeful that it has longer individual runners and a cleaner merge. - Costing appears to be neutral between their unit and what I can have made up. That could potentially become unfavorable for the custom header if problems occur. Ultimately, I realize it will not be the fine piece that ETS makes but at the end of the day, I doubt that any deficiencies in it will be worth much more than a few percent penalty in performance. I'm also not doing this try to get the car right at the limit of what it can safely handle. I want reliable boost control. Period. Since there are probably 15-20 pages of this build thread and copious amounts of cash that were liberated from my savings due to poor boost control, I'm sure this doesn't come as a huge surprise.

You might be able to use the gasket as a pattern for the general shape as well if getting the stock manifold is a challenge.

I actually don't know, but I can tell you who does.....fahr_side, would you chime in here?

Love it! Yeah, I think this latest 'episode' was its less-than-subtle way of telling me I should've left it alone. I'm hoping it realizes now that EWG and the 18G billet turbo are really blessings bestowed upon it by a most loving owner and that it decides to just chill out and abide for little while.

So that must make the brainless scarecrow.....[emoji6] Sent from my iPhone using Tapatalk

Good sir, could you change my thread title to 'Jackal's 20G to 18G E85 Journey'?

Tangent - I wonder if I should change or generalize the name of this build thread since the '20G' really isn't applicable anymore.....oh GTEASER?

You speak in the plural - are you running the ETS header?

This handsome little fella arrived today so I installed the black and red springs for a 1 bar opening pressure. Sounds like the turbo will be here by Wednesday and all my gaskets are in hand. I just need to make up my mind on the header....

A small update - I'm still evaluating options on the EWG header. I've been in contact with Six Star and it sounds like they have revised their original design for better flow characteristics. Unfortunately, they have no pictures of the new design. I'm weighing this against what my fabricator might be able to come up with so no final decision has been made. However, thanks to a certain someone, there will be a billet TD05/18G travelling to southeast Wisconsin from fahr, fahr away....

From my experience, turbo spool and response was significantly improved with the aftermarket downpipe and my stock catback. Of course there is (obviously) more on the table with the pass-through aftermarket exhausts, but as you know so very well, that was my undoing. I would definitely say the downpipe is a worthwhile upgrade. When I had my DP and stock CBE, I was still able to get 332/381 at the wheels with the 20G and e85.

Also wondering about tubing wall thickness since this has to support the turbo as well. Does anyone know what wall thicknesses have been used?