02-09-2017, 05:37 PM | #23 |
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02-09-2017, 06:37 PM | #25 |
F10 1/4 WR: 9.9s / 142.5mph 1/2 WR: 175.5mph
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6psi. IAT's were horrible even with the Liquid-Air IC. The ESS design isn't efficient (they may have changed it since). I ran open head-light to get colder air into the S/C inlet which helped significantly. IAT's were 125+
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02-09-2017, 06:54 PM | #27 |
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I have custom headers from george conroy of pittsburgh and its ran catless to the turbos mounted pre-eisman exhaust.
Any of you guys using e85 or meth? I may set the gates to 7 psi each on some c16 and see how my iats do on the dyno tomorrow before I go to the track. Very impressive cars gentlemen. Seems like after about 60 you pulled trains on that dinan car. Was it a 5.8 ? |
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02-09-2017, 06:55 PM | #28 |
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Any 1/4 mile times with that setup? Yeah, 125 is getting up there with 12:1 cr
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02-09-2017, 07:42 PM | #29 | |
F10 1/4 WR: 9.9s / 142.5mph 1/2 WR: 175.5mph
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1/2 mile vs. Aventador |
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02-09-2017, 09:55 PM | #31 |
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Damn, I never heard of anyone getting a Twin Turbo S85 V10 to actually work. I thought it would be highly improbable. I also always thought there wasn't enough space in the engine bay to fit the turbos, intercoolers, etc...
Would be cool to see some pix and video.
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02-09-2017, 10:02 PM | #32 | |
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Would love to have them closer to the manifold but IATS would go up and its about impossible to fit 5 pipes to two each under the hood. I will def post some pics and videos. My tuner is currently messed up, so I am hoping to have on by saturday. |
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02-09-2017, 10:31 PM | #33 |
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whats it tuned with? you were able to keep the ecu happy?? I think we all want to know more about this build, i think you have the only working one in the world and you are very matter of fact about it lol
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02-09-2017, 11:21 PM | #35 |
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Joey Pierce of CMC customs did some one off billet work on the internals pressure plate/ clutch assembly where it kept overheating. Also has cryogenic treated parts done by A1 auto in GA. His specialty is mainly autos, but he gets alot of his forgings cryo treated.
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02-09-2017, 11:25 PM | #36 |
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Basically replace stamped parts or anything that is forged with billet or cryo treated parts. The clutch and pressure plates had major wear before rebuild, so that was the first concern. Joey does some awesome milling and CNC work and can replicated about any part in his shop to very high, even BMW tight tolerances. Haven not had any issues about the trans since it was reinstalled.
I am having issues with actuators, as I guess we all do. I have a cheap little heat sink built into the back of each to try to keep the electronics happy, but it still gets hot and goes out overtime even when the teeth on the gears are happy and in sync. Last edited by ibd2328; 02-09-2017 at 11:40 PM.. |
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02-09-2017, 11:37 PM | #37 |
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Not really that impressive. Only in the 600hp range right now, running around the same boost as a pro charger. Car does have return style fuel system with a -8 feed and -6 return using the weldon pump with a fore regulator and upgraded injectors.
Car runs off a pro efi which can handle 16 injectors and puls widths, but it gives me lots of little electrical gremlins when cold for some reason. Maf sensors were replaced with simple BA3000's on each side with 2.5" pipe into the plenums. Each plenum has its own dedicated intercooler right before the air shoots down into the TB's. I will have to post pics up so it can be understood. The ECU/PCM doesnt like running the trans in sync with the pro efi (guess this is based on the logic) so I do have some bugs in the D mode. But when I clear the codes and default to S6, I have 0 codes and it works fine until the car is cut off again. |
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02-10-2017, 07:13 AM | #38 | |
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Last edited by jcolley; 02-10-2017 at 10:02 AM.. |
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02-10-2017, 10:04 AM | #39 | |
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02-10-2017, 10:42 AM | #40 |
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Oh no, nothing fancy. Just small aluminum heat sinks with 12v 3" cooling fans on the housing of the actuators. Been meaning to take some temps with and without them. Not sure if the heatsinks are helping or hurting because of how hot the channel is. When my TB/A gets here today I will snap a couple pics when Im putting them on. The fans only pull about 500ma so they arent doing much.
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02-10-2017, 10:51 AM | #41 | |
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Im a math professor at Marshall University, so I know a little physics, but not enough logic or electronics to diagnosis anything past the complexity of a simple 555 timer. |
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02-10-2017, 11:23 AM | #42 | |
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02-10-2017, 11:31 AM | #43 | |
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The intake plenums are all 6061 aluminum with a built in 3" x 12" x 4" air to water inter-cooler. This is before the air turns down into each chamber. I tigged the outside of them up and Joey did the CNC work on the flanges for the 5 TB couples on each side. I didnt want to run a single plenum because I didnt want to split the 5v signals. If something is wrong with bank 1 I wanted to know immediately. The draw back to the ba3000 is it doesn't give me intake air temps at that location. Thats why I have a simple sensor at the back of the plenum after the IC to measure IATs. I think its more important to see whats in the manifold itself, than whats coming in. Have a simple hobbs like switch that goes off in the car if they go above 140 on either bank. Ba5000 offer IAT's but they tend to be a little inaccurate, as I found out on my truck build. So I have 4 prongs for each MAF sensor and 2 simply going to dummy plugs so I dont get code errors on start up. Thanks for the interest fellas, I hope I dont disappoint with only 600 hp thus far. Just trying to keep everything together until I get a better tuner with EURO support. Anyone have any suggestions on a good tuner, as I get a lot of DSC errors like you said because of the torque management. |
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02-10-2017, 01:09 PM | #44 |
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I think we are all frothing at the mouth with need to see pictures of this setup.
Please post some post haste!
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