AbsurdFlow + GT2871R + TiAL pornography
06-09-2009, 04:02 PM
#1
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AbsurdFlow + GT2871R + TiAL pornography
Figured I should explain my new signature.
The development of my track **** has reached the point where I am using every single bit of the 220whp I have - which means I can use more. With chronic hardware issues plaguing myself and a bunch of others who track their cars, I started looking into alternatives... and the whole thing sort of ballooned out of control.
MANIFOLD/DP/WG:
Manifold and DP will be fabbed by TurboTim. With my horsepower and response goals, a tubular manifold was a no-brainer, and his **** is the best. 100% stainless steel, with a TiAL V-band outlet.
WG will be TiAL's new MVS wastegate, which is tiny and badass. Honey, Who Shrunk the V44, or something similar.
The biggest advantage, aside from the lack of flanges, is the sheer size of this thing. It's friggin tiny, something like 3.5" tall from TiAL.
DP will be from Tim, SS with a straight exit under the car. EWG will be dumped next to it, so I can recirc them later and add a catback to run Laguna if I need to.
TURBO:
Choice here was obvious. I wanted the biggest turbo that still provided acceptable response. I've driven a 3076 on another car and didn't like it at all, so I went with a mid-range (52-trim) 2871R. Not exactly an off-the-wall setup, but the real centerpiece of the new setup will be the extensive use of V-bands.
Aside from the flange at the head, there are no flanges in this setup. None. No more studs to drill/replace, nothing to tighten.
Power goals are lofty. Out of the gate, I want to see what the torque capacity of a 6-puck ACT HD is. It's rated at 300ft.lbs or so. I will be tuning the car on 100 octane, and using a Devil's Own Basic setup on track to keep intake temps down. I won't tune on the WI, which negates the need for failsafes in the system - it's purely a safety margin. Once I slip the ACT HD, I will probably be doing a 949Racing twin-disc for both weight and capacity. On 100 octane at 22-23psi, I should be able to see power levels in the mid to high 300whp range, with torque near there. It may take an intake manifold as well to see those numbers, and I've started looking into that already.
I will post photos in this thread as the new setup comes together.
The development of my track **** has reached the point where I am using every single bit of the 220whp I have - which means I can use more. With chronic hardware issues plaguing myself and a bunch of others who track their cars, I started looking into alternatives... and the whole thing sort of ballooned out of control.
MANIFOLD/DP/WG:
Manifold and DP will be fabbed by TurboTim. With my horsepower and response goals, a tubular manifold was a no-brainer, and his **** is the best. 100% stainless steel, with a TiAL V-band outlet.
WG will be TiAL's new MVS wastegate, which is tiny and badass. Honey, Who Shrunk the V44, or something similar.
The biggest advantage, aside from the lack of flanges, is the sheer size of this thing. It's friggin tiny, something like 3.5" tall from TiAL.
DP will be from Tim, SS with a straight exit under the car. EWG will be dumped next to it, so I can recirc them later and add a catback to run Laguna if I need to.
TURBO:
Choice here was obvious. I wanted the biggest turbo that still provided acceptable response. I've driven a 3076 on another car and didn't like it at all, so I went with a mid-range (52-trim) 2871R. Not exactly an off-the-wall setup, but the real centerpiece of the new setup will be the extensive use of V-bands.
Aside from the flange at the head, there are no flanges in this setup. None. No more studs to drill/replace, nothing to tighten.
Power goals are lofty. Out of the gate, I want to see what the torque capacity of a 6-puck ACT HD is. It's rated at 300ft.lbs or so. I will be tuning the car on 100 octane, and using a Devil's Own Basic setup on track to keep intake temps down. I won't tune on the WI, which negates the need for failsafes in the system - it's purely a safety margin. Once I slip the ACT HD, I will probably be doing a 949Racing twin-disc for both weight and capacity. On 100 octane at 22-23psi, I should be able to see power levels in the mid to high 300whp range, with torque near there. It may take an intake manifold as well to see those numbers, and I've started looking into that already.
I will post photos in this thread as the new setup comes together.
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06-09-2009, 04:31 PM
#6
Not at all, I know I am.
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06-09-2009, 04:33 PM
#7
No, I don't want to know. Knowing will ruin the fun.
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06-09-2009, 04:50 PM
#12
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Location: Austin, TX yall
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Sav,
Wow. I look forward to seeing this come together.
Are you building this with a certain race series in mind or just track fun?
I foresee Hustler spending alot of money soon....
Chris
Wow. I look forward to seeing this come together.
Are you building this with a certain race series in mind or just track fun?
I foresee Hustler spending alot of money soon....
Chris
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06-09-2009, 04:53 PM
#13
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The car is being built with pure speed in mind, but I can put a dashboard and center console back in place and it would be legal for RTA's Modified class.
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06-09-2009, 05:56 PM
#16
2 Props,3 Dildos,& 1 Cat
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andrew, you can suck a bag of dicks.
this is pretty much the setup I'd be running if I were to re-do everything (well, except I'd run a full exhaust)
I think the 2871 is a highly underrated turbo for the miata. I would swap my coldside out today if it wasn't cost prohibitive.
i take back the dicks thing. that setup is going to be friggin AWESOME.
nws down here.
this is pretty much the setup I'd be running if I were to re-do everything (well, except I'd run a full exhaust)
I think the 2871 is a highly underrated turbo for the miata. I would swap my coldside out today if it wasn't cost prohibitive.
i take back the dicks thing. that setup is going to be friggin AWESOME.
nws down here.
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06-09-2009, 08:39 PM
#19
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Sounds great! But what about bracing the turbo? IIRC Corky used some measurements of how the turbo was moving when hot vs cold to create the brace for his S4 manifold and how it should move, and there are still people complaining that the maniold cracked.
With the much tougher racetrack environment how are you going to prevent the tubular manifold cracking? Tracking the turbo movement and building the proper bracing yourself?
With the much tougher racetrack environment how are you going to prevent the tubular manifold cracking? Tracking the turbo movement and building the proper bracing yourself?
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