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First start up in almost 2 years...and it fired right up. 

 

We let the engine run for some time looking for any issues. 

 

All went well, until...we noticed a small water leak coming from the bottom of the water pump. 

 

Deeeeeeep siiiiiiigh...time to disassemble again.

 

We had never touched  the water pump so this was still the unit that came with the car...

 

Upon inspection, the sealant that had been used didn't appear to be appropriate for the task...

 

 

 

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The previous owner had advertised the motor as having an N1 water pump, so I ordered a new one from Raw Brokerage.

 

When it arrived, I noticed that the impeller was different, having only 6 blades instead of 8.  I called Ricky at Raw Brokerage and he confirmed that the stock pump has 8 blades, and the N1 has 6...<_<

 

Well...at least now it really did have and N1 water pump.

 

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On ‎2‎/‎20‎/‎2018 at 12:07 AM, 5thgenluder said:

Just wanted to chime in and say awesome thread.   Love all the pics and it looks amazing.   Looking forward to seeing the new numbers.   

 

Thank you sir, I appreciate that!

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Time to try and catch up a bit...

 

So with the new water pump, all is well...and after nearly 2 years down time, I finally get to drive my car home...but what a tease...

 

With all the changes, the tune was no longer valid so getting on it, so to speak, could potentially destroy the engine.  I had fairly drastically changed the air flow characteristics of the motor, so I couldn't take any chances until it was re-tuned.  

 

You spend 2 years reworking and upgrading so much, all you want to do is get on it...but this is where a dose self-restraint is in order...

 

So my long awaited drive home was as bland as vanilla ice cream...a few half throttle explorations into minor boost was the most I could allow myself to indulge in. 

 

Uggggh!  However, calls had already been placed to the tuner when the car was close to completion in order to get me on the books and get me on the dyno asap.

 

Meanwhile...the finished product...(at least to that point!)

 

 

 

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Posted (edited)

Once home, I attended to some fun little details...

 

Despite the ceramic coating, and the turbo blanket, there was still some pretty decent heat from the turbine housing...when I got home I felt the hood from the outside and it was pretty hot...and that was driving the car gingerly.  

 

Concerned it may cause some damage to the hood paint when I pushed the car hard and the turbo really got hot, I got some Dynamat Hoodliner to add a little more protection...

 

 

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Edited by boosted300

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The hoodliner worked like a charm, after my next drive the part of the hood directly over the turbo was cooler than any other part of the hood. 

 

Meanwhile, completely enamored with the new look of the engine, I had to take some just-because shots...

 

 

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One of the small unfinished details was the coolant overflow tank.

 

Like Doug had eloquently pointed out, we had shoved 5 pounds of $%^& into a 2 pound bag.  

 

This engine bay was not designed for the multitude of things we had squeezed in there.  

 

Free space was now a serious premium, and I couldn't find the right size and shape overflow tank, or the spot to put it in.  

 

 

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The universal bracket I had used for the extinguisher came with a variety of different brackets and hardware.  

 

I pieced together some brackets that were leftover, along with an old Greddy catch can I had lying around, and invented a viable solution...

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2 hours ago, trackzpeed said:

Such  a clean and well thought out build, congrats.  You may want to consider heat shielding your brake fluids too.  Driving hard may boil your fluid and eliminate your brakes when you need them most. Just my .02. Jim 

Thank you sir...and you are definitely right, a heatshield for the brake master cylinder and booster area is a must...added to the to-do list!

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With the previous setup, I had managed a best of 419hp @ 19psi...

 

That was with an internal wastegate, stock cast iron exhaust manifold, .63 A.R, and a smaller intercooler...

 

Now with external wastegate, tubular exhaust manifold, .82 A/R, and a large intercooler, I was hoping for a fairly decent improvement. 

 

After several warmup runs to get the baseline set, we started upping the boost.  

 

This time we managed 469rwhp @ 19psi, but we noticed that after that the  A/F ratios started creeping up.  

 

The tuner tried to compensate by increasing the injector pulse, but no luck.  We watched the fuel pressure during one of the runs and noticed it wasn't rising 1:1 after about 55 psi and, in fact, after 19 psi, it was actually dropping.   

 

The car has 3 Walbros; one primary to feed the surge tank, and two secondary pumps to feed the engine, so there should have been more than enough fuel especially for the horsepower levels we were making at that point. 

 

We checked the fuel pumps and verified they were all running properly…what the…?

 

The only logical conclusion at that point was that the filter must be clogged. 

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Posted (edited)

I had purchased the car from the previous owner as a “new” build, ie the car was not running when I bought it and I had to wait nearly a year from the time of purchase for the car to be "completed" and “driveable”.  We had not touched the fuel system, lines, or tank since I purchased the car.  

 

And the car at this point had less than 1K miles since I purchased it, so I would have never thought that the fuel filter could possibly be dirty, let alone dirty enough to be clogged so much that it would restrict fuel pressure…silly me.

 

We took the fuel filter out and this is what we found inside…

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Edited by boosted300

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So I think it's safe to say that we found the source of the restriction...

 

No you're eyes are not deceiving you...that's a piece of rubber hose in there...

 

While the amount of dirt and debris in the filter was astounding on its own for a “new” build…I cannot begin to fathom how actual pieces of rubber hose found their way in there…

 

It was unbelievable on one had…and yet, based on all that I had encountered after the purchase, totally unsurprising on the other hand. 

 

Because the amount of dirt and debris was so out of the ordinary, we decided that, to be safe, we needed to take the injectors apart and check the built in screen filters on each one before continuing with tuning.  

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Third go-round on the dyno:

 

Fuel pressure held steady this time. 

 

I told the tuner I wasn't trying to break any records and my main concern was not breaking the motor. 

 

One thing I did tell him is that I would like a number that started with 5...

 

He delivered me a safe, conservative tune...that netted 510RWHP @ 23psi on 93 octane. 

 

I was satisfied with that, especially considering that traction was already near its threshold. 

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