Last few weeks have been busy with business-trips and family-things.. but yesterday i finally got some time in the workshop..

I have started to fit the supercharger and intercooler bits.. now fiddeling with the IC-piping .. trying to remember how it was i did this last time..

I also realized what it means in sweden when you test-drive too early in the spring (before they sweap up all the gravel on the roads from winter).. so i removed a few pounds of sand/gravel from the car and refitted the inner linings in the wheel wells again..

Here are some unsorted pictures of the progress in the workshop.. (including a mockup of the second bypass valve i might use if i want to squeeze out the last 20-30hp before crossing the reliability threshold)..



Test fitting supercharger..

Intake piping with IAT and BOV

Hello.. piping rouding the front sway bar..

SC pipe and IC pipe joining..

SC-pipe going down..

Mocking up where second bypass would fit..

Bypass Clearance

Another clearance shot..

Signal converter i got in the mail to try to get 3x temps into the MS3-box.. (will hopefully convert the 12v-signals into 5v-signals)..

Fender liners in place..

IC tucked in place.. could possibly hang a little lower.. but worked well last time..

Btw, i also got the parts back from the coating..



This is supposed to help heat management substantially.. coating is said to handle almost 1100C degrees..

 

Yesterday we had the first trackday for the season here in Sweden. This was a great shakedown.. the car ran great.. running 150/62.5 pulleys now and set the revlimit to 6500 to not over-rev it too much.. right now just running supercharged .. ironing out the quirks and mapping the vvt-engine for boost.

I did some testing also the other day and tried with vvt "turned off" vs. a nice curve giving some adjustments in the middle range.. the boost went up from 0.46(~6psi) to 0.52 (~8psi) and afr from 12.5 down to 11 .. so simplified it made it less efficient, more resistance, lower afr and possibly lower power (the but-dyno was distracted from focus on road and traffic when mesuring).. setting also to max everywhere except idle.. to find the sweet spot where it no longer gives a higher afr (and lower boost).. I had theories about the potential overlap leaking out the boost, but i find by this simplified test that (looking at how fast it reved through the gear on a flat street) vvt that helps NA application also helps in supercharged application..

lessons from trackday .. feedback from a friend that also test drove:

- Clutch needs some bleeding (i also saw wet slave cylinder) so ordered a new one and will adjust according to FM's guide for their stage2 clutch install (the one i have now)
- Tuning for initial roll-on/roll-off gas and not getting a clonk/bump in the car.. driveability under 3k rpm is well.. lets say a little rough.. i guess still comes from blower + to big tb combo..
- Hooking up the cables and that for my tempsensors so i will get more data to keep track of..
- Changing diff oil to os giken oil to see if the rough engagement of the os giken lsd softens up a little bit..
- Perhaps change oil in the trans .. it is not healthy and making alot of sounds .. also noticable play in the drive train in different gears..

I am weighing if i should do the turbo-install as well and lay on 3-4psi more but on the other hand the car already feels amazing at 6-7psi.. and probably alot safer.. but i am very curious how it would behave.. (this is still an unopened engine)..
I also have alot of other small things to sort out on the car this season..

 

The coating makes it look so clean. Not that it really matters, since you won't even be able to see it ... I wonder how that compares to a wrap & blanket type of solution? Was it much $$ to do?