Dyno testing!

Dyno testing took place on February 27 at Garcia Automotive in Melbourne, FL. Now, if you recall, (or you can refresh your memory right here): Our rear wheel target was 350 HP and 350 ft.lb of torque. Well, here is what two dyno runs yielded (individual results were about one percent apart):

·         Rear wheel peak power: 367 HP @ 6,260 RPM

·         Rear wheel peak torque: 377 FT.LB @ 4,710 RPM

Here is the video of the second run (the fun starts at 25 seconds):

 

 

A few tweaks

A couple of changes to deal with the heat:

1. A heat shield that goes between the CAT and the turbo air intake area to keep the inlet air temp as low as possible has been added. A shroud around the intercooler (in the pontoon) has also been added.
2. Instead of drawing (hot) air from the engine compartment, the turbo air intake has been extended with a rubber boot such as the air is now drawn from the inside of the bumper.

The turbo compressor and air filter now run considerably cooler and will be a benefit in a whole bunch of ways.


New heat shield and turbo air inlet arrangement

We're now a week from travelling to Florida to inspect, dyno test and bring #1283 back to Texas!

Tuning

At this point I can only relay the progress that Ed reports to my via texts. In the last couple of days he has gradually increased the boost from 7 up to 15 psi. There was no worry with respect to the new motor but whether my fuel pump was going to be able to deliver enough fuel at full swansong, and here is what he said:

About the fuel pump: A couple of years ago I threw out the o-so antiquated factory fuel pump and fuel sender and replaced it with this complete solution from Delorean Motor Company in Houston, TX. Good for me that it has the ooompf to deliver the goods, and good for all others that also already have this pump/sender module and are considering an engine swap.

The final result

So here it is, the final and completed engine compartment. The engineering solutions and workmanship is worthy of any high-end automotive company; everything is functional and tidy... (Yes, I'm gonna have to ditch those stock stickers.)

Just check out what the engine bay used to look like and what we wanted to achieve, right here. We definitely reached our goal, and then some.

Nothing wrong with the view from the rear either:

Finishing touches

The last two remaining items have now been completed:

1. The cover plate for the former carbon canister compartment, now home of the intercooler and fan, has been cut:

Cover plate taking shape in the CNC plasma cutter

2. The turbo inlet filter cover has been procured and installed. It's a chromed beauty with blue anodized touches. Matches the spark plug wires and the new chrome plated fire extinguisher as well as the blue anodized, billet aluminum bracket from Eddie Motorsports.


Turbo inlet filter cover



Buttoned up and first road test

OK, so Ed has burned some midnight oil and completed a couple of major milestones:

First of all the AC: It pulled a very good vacuum and spits ice cubes. A life's necessity as anyone in the south would attest to. I converted my AC to R134a a few years ago which also included replacing the stock R-12 Sanden SD-510 compressor to a Sanden SD7H15 d:o. Well, that compressor is now replaced with the compressor that came on the VR6 engine; it appears to be a Sanden variable displacement SD7V16 so I am staying true to my old employer. The Megasquirt ECM does a beautiful job controlling idle-up. Rock steady. 

The second thing is that he has completed the integration of the charge piping into the rear fascia. Yes, the piping will be flattened if someone rear ends me but hey, it's just a pipe.

The third big deal is the 3" exhaust has been fabricated and installed along with the 3" high flow catalytic converter from APTuned, specifically for forced induction applications.

All of this means that the car is now roadworthy and here she is purring away:

 

Ed took it for a 10 mile test trip and it... "drives like a dream". It was only set for 5 psi of boost and he said it pulls very good;nominal boost is 15 psi which is estimated to equate to about 350 hp and lbft - all changeable in the Pro-3 ECU. With MegaSquirt's app on my phone I will be able to modify boost on the fly as I'm driving... talk about a potential distraction!

For the next 4-5 weeks Ed will be working on tying up any loose ends to make the project complete and of course: a lot of testing and tuning.

 

We're scheduled for sign-off and dynamometer testing on Feb. 27. at which time I'll be there with my trailer. Can't wait!



1283 got a wash

 

Intercooler plumbing

The turbo and intake plenum are now plumbed and connected. Below you can see how the compressor output is routed into the compartment in the left pontoon (where the carbon canister used to sit), and in there - although not visible in this picture - is where the intercooler and fan is located. The fan operation is controlled by the ECU and is based on intake air temperature and engine load. I really like the cone shaped K&N filter; I believe Ed will add a chromed/polished shield around it as well.


The turbo is now "stuffing" air into the intake, like it's supposed to

The plumbing will be routed through the fascia and bumper and completely out of sight when everything is said and done.
Once that's is done, then Ed will move on to the exhaust.