M1tch's long term 1ZZ build - Project 11

[m1tch]

Few more minor updates:

Fitted a catch can to the OEM bracket where the charcoal canister went

Few adaptors and blanking plugs are on order to plumb in the catch can - here is the plan for plumbing:

• 16mm to 14mm adaptor on the breather on the back of the camcover to a 14mm line to the catch can that is vented
• 16mm block off on the throttle body
• PCV blocked (will look to get a blanking plug) as its no longer needed owing to the large breather being fully vented
• PCV line will be used as a vacuum/boost source for a vacuum manifold to operate the BOV and FPR
• Evap line is already being used for the MAP sensor (will only run just the MAP on that line for a clean signal)

Deatschwerks DW300c fuel pump ordered

5 bolt to V band adaptor for the back of the turbo ordered

Might test fit the charge cooler over the weekend now I have space and see what sized pipes I need, I think the turbo outlet is a 2" OD, think the charge cooler inlet is 2.25" OD but have the OEM pipework for it to check.

Need to also add in an O2 bung on the Malian turbo downpipe pre cat - there is only 1 post cat so have a 'no weld O2' kit to fit soon. The exhaust won't be the final exhaust for the car, but more than enough to get me going, will look to get a custom one made up after its all running.

Need to order a small pump bracket for the charge cooler pump up front, plus a the radiator pipe is still to arrive for me to be able to fit anything.

Still need to order a pile of AN fittings to be able to fit the FPR but I think I have the lines needed.

[m1tch]

Just took the opportunity to test fit the charge cooler with the 90 degree elbow, can easily mount it from a bracket on the battery tray as well as 2 brackets off the bit along the back of the engine bay near the exhaust side.

Will be adding some heat shielding to the charge cooler but there is plenty of space around it and I will be looking to add some extra heat shielding to the exhaust area when its bolted in.

The outlet of the turbo is on the side of the engine bay nearest the back so I can simply run a pipe along the back of the engine bay into the charge cooler - will have one with a BOV port I think.

[m1tch]

Few mini updates on this:

Catch can is now fitted, PCV line is blocked off (will use it for a vacuum/boost source at a later date), PCV in the cam cover is blocked off as well. I now have a breather line from the back of the cam cover to the catch can which is sitting behind the rear light on the driver side. The large 16mm port on the throttle body is blanked off (required if running boost).

Will look to perhaps add some additional breathers to the cam cover in due course.

Main thing I have been working on is the suspension, have used some string alignment to adjust the rear toe after the subframe was replaced. Was a HUGE amount out when the rear subframe was bolted in, have now adjusted it to be around 2mm toe in on the rear (around 0.3' toe in). Front toe hasn't changed but its even at 0.3' toe out.

The fronts I have adjusted as well, they were at out the box settings for the Meister Rs which seems to be at 0 degrees. My drive isn't the flattest to zeroed my camber gauge to just in front of the wheels to get an idea but it won't be perfect. The fronts have been adjusted to the maximum of the first set of adjustments possible on the top mounts (there are additional bolt holes for more extreme camber). Checking my camber gauge they are sitting at around -2 degrees, might dial this back to -1.5 degrees at a later date as it is a road car.

Have taken it out on a test drive and it does handle a lot better, mainly happy with the rear toe as the steering wheel is now much straighter - previously with the rear toe being so far out it was at around 10 O'clock. I can also hear the catch can breather 'breathing' at slightly higher RPMs so at least I know its being vented ok, but will look to add additional breather or maybe change out the PCV valve for an open port for a breather filter as it no longer has a vac source to open it.

[m1tch]

Small update again, test fitted the Radium fuel rail, fits fine with the correct bolts, also tried to fit the ID1050x injectors. The injector connectors will need to be potted as the plug and play connector fouls the intake manifold or the rocker cover.

This is due to the fact that all ID1050x injectors are the same, but just have different top hats to space them out, the connector itself it half way down the injector rather than at the top with the Denso ones.

Currently in the process of working out the next best course of action - can either pot the connector directly into the injector and seal it on. Another option I am looking at is I have trimmed most of the PNP injector connector away and this might then allow clearance - would then simply glue/adhere the modded connector plug to the injector. So much for specific fit injectors!

I have modified the top hat of the fuel pump assembly as well to allow for a return line and upgrade to an AN6 feed line, the DW300 pump is currently on back order so need to wait a while for that to arrive. Will also look to upgrade the 12v feed line to the pump as well via a relay and direct feed from the battery (fused).

I also see that Santapod is also opening up soon so will look to see if I can book in over the next few months and run the car NA down the strip to see what sort of time the car is running.

I have also planned out basically all of the turbo to intake pipework now, main bit of work needed next is to run the hoses under the car for the charge cooler and fit the charge cooler radiator up front, the rest is fairly plug and play.

[m1tch]

I have now fitted some Deka 630cc injectors, they needed a slight modification - the same as the VXR injectors, but after adjusting the master fuel to 6ms vs 15ms for the standard injectors the engine fired up and idled really well.

I did run the injectors through my tester, found that 3 were showing identical flow with 1 running around 2% more so was happy to fit them.

Will update the injector deadtimes next, they are still running on the Denso deadtimes so not ideal, but great that it fired up so I know its close.

[m1tch]

Few 'minor' updates on the car:

19mm hoses run under the car
Charge cooler radiator mounted - still waiting for a bung for the bleed port though
Charge cooler pump mounted
Additional thick power wire run from the battery to the frunk to run the charge cooler pump
AN6 return fuel line run from the top of the tank to the side of the engine bay
FPR mounted
DW650 injectors have arrived - will be running these instead of the Deka injectors, the Deka injectors were fine but these DW650 injectors give additional headroom
DW300c fuel pump fitted into a spare fuel hat assembly and wired in (plug and play kit needed to be modified)

I plan to get the return fuel system fitted tomorrow as I can fit the return line to the Radium fuel rail once the injectors are being swapped out.

I have a map ready to go onto the ECU with the DW650 deadtimes and can then fire the car up, set the fuel pressure and check for leaks etc.

Once the bleed port bung has arrived I can then finish off the charge cooler setup in terms of pump and lines and finally fully refit the front bumper.

Won't take long to fit the charge cooler core into the engine bay, I can then trim down the hose and go from there.

[Carolyn]

Few 'minor' updates on the car:

19mm hoses run under the car
Charge cooler radiator mounted - still waiting for a bung for the bleed port though
Charge cooler pump mounted
Additional thick power wire run from the battery to the frunk to run the charge cooler pump
AN6 return fuel line run from the top of the tank to the side of the engine bay
FPR mounted
DW650 injectors have arrived - will be running these instead of the Deka injectors, the Deka injectors were fine but these DW650 injectors give additional headroom
DW300c fuel pump fitted into a spare fuel hat assembly and wired in (plug and play kit needed to be modified)

I plan to get the return fuel system fitted tomorrow as I can fit the return line to the Radium fuel rail once the injectors are being swapped out.

I have a map ready to go onto the ECU with the DW650 deadtimes and can then fire the car up, set the fuel pressure and check for leaks etc.

Once the bleed port bung has arrived I can then finish off the charge cooler setup in terms of pump and lines and finally fully refit the front bumper.

Won't take long to fit the charge cooler core into the engine bay, I can then trim down the hose and go from there.

Great progress Mitch! Have you included an expansion tank in the cooler circuit?

[m1tch]

Few 'minor' updates on the car:

19mm hoses run under the car
Charge cooler radiator mounted - still waiting for a bung for the bleed port though
Charge cooler pump mounted
Additional thick power wire run from the battery to the frunk to run the charge cooler pump
AN6 return fuel line run from the top of the tank to the side of the engine bay
FPR mounted
DW650 injectors have arrived - will be running these instead of the Deka injectors, the Deka injectors were fine but these DW650 injectors give additional headroom
DW300c fuel pump fitted into a spare fuel hat assembly and wired in (plug and play kit needed to be modified)

I plan to get the return fuel system fitted tomorrow as I can fit the return line to the Radium fuel rail once the injectors are being swapped out.

I have a map ready to go onto the ECU with the DW650 deadtimes and can then fire the car up, set the fuel pressure and check for leaks etc.

Once the bleed port bung has arrived I can then finish off the charge cooler setup in terms of pump and lines and finally fully refit the front bumper.

Won't take long to fit the charge cooler core into the engine bay, I can then trim down the hose and go from there.

Great progress Mitch! Have you included an expansion tank in the cooler circuit?

I have an inline fill port I am adding in, although I do believe this charge cooler actually has a fill port/expansion port inbuilt (there are 3 ports in it, inlet, outlet and another).

[m1tch]

Project update

Fuel lines are now swapped over to run the car as a return line and the DW650 injectors are fitted, base pressure is set to 43psi.

Charge cooler hoses are run and fairly well attached to the car using P clips - will be rechecking how supported it is once I get the charge cooler fitted.

I think I knocked one of the PAS lines in the front when pulling the hoses through and have a small leak on the return line, might have been leaking a while back but has finally unsealed when knocked. Will order some more lines anyway but the return line is only held on with a spring clip so plan is to remove the spring clip, tidy up the hard line and refit the soft hose with a jubaliee clip - I believe its fairly low pressure.

Not yet tested/fully wired in the chargecooler pump as of yet, its earthed but just need to run a switched 12v to a relay and plug the wiring in and its done so can be sorted another time.

I have driven the car and got the first bit of logging to remap the ECU - car is still NA at the moment but just want to pull together a basic basemap with the larger injectors first.

I think I am basically done with most of the plumbing of the charge cooler, shouldn't be too hard to sort the plumbing for the oil and water for the turbo as I have all of the fittings - I am prerunning any lines I need to.

Plan is to drive the car around a bit NA so get a slightly better basemap, I can then drop the exhaust and bolt on the turbo as I will have a basic map to start from. I will be adjusting the fuelling myself for the low boost runs - will be on wastegate spring to start with and will gradually build up the throttle.

The ECU has knock control as well as an option to autofuel if the fuelling is off from the AFR target, current basemap have very conservative timings and will be rich - should be fine to get the data gradually as I log into those cells.

[m1tch]

Here is the current setup/how it will look - the chargecooler lines run down the left of the charge cooler as that is where the connections are and fit between the cooler and the battery.

You can also see the vacuum manifold block on the firewall and the 90 degree fitting on the top right coming out of the fuel rail - still need to tidy it up a bit.

[Carolyn]

Looking good, Mitch.

[m1tch]

Looking good, Mitch.

Its very slowly getting there - the easy bit is bolting the turbo on!

[m1tch]

I have trimmed down the chargecooler lines ready for when the chargecooler goes in for final fitment.

I have just run a vacuum/boost line over to the 1:1 RR FPR and started the car up with a rough basemap in it - I foolishly started to tune the map a bit with no vacuum source and just set at 43psi fixed - plugged the vacuum line in now so need to redo the idle cells.

Once I am happy with the basemap and things seem to be good from an NA perspective I will start to look to add in the boosted parts and start the process of adding boost! I just want to get a map roughed in for the NA part of the map so I have a good drivable map to start from before adding boost to it.

I believe the only thing I have left to do is to just finish wiring in the relay and power to the chargecooler pump in the frunk which I can do fairly quickly.

Once the main components are in place I can start to tidy up some of the wiring and pipework once things are bracketed in or run to their final location.

[m1tch]

Well....its running and running well now!

Currently logging it at the moment, its very rich on boost by design and boost on the wastegate spring to around 8-9psi so probably low 200bhp at this point.

Just shaking the car down to find any issues, still need to sort what I think is an airlock in the charge cooler system but its gradually getting there the more I drive it, intake temps are still fine on boost though which is good.

Next few jobs apart from the charge cooler bleeding process is:

• Find some lock nuts for the turbo manifold as they are coming undone whilst driving which is a common issue
• Need to tidy up a few of the wires and cables now that its running and check things are still tightened down
• Need to map the boost cells - have already started to pull some fuel out now I have a few logged runs, have also noticed some slight knock every now and then so pulled a degree of timing out - was only 2 cylinder with mild symptoms at 6k rpm, ignition timing is still conservative at the moment.

[Carolyn]

Well....its running and running well now!

Currently logging it at the moment, its very rich on boost by design and boost on the wastegate spring to around 8-9psi so probably low 200bhp at this point.

Just shaking the car down to find any issues, still need to sort what I think is an airlock in the charge cooler system but its gradually getting there the more I drive it, intake temps are still fine on boost though which is good.

Next few jobs apart from the charge cooler bleeding process is:

• Find some lock nuts for the turbo manifold as they are coming undone whilst driving which is a common issue
• Need to tidy up a few of the wires and cables now that its running and check things are still tightened down
• Need to map the boost cells - have already started to pull some fuel out now I have a few logged runs, have also noticed some slight knock every now and then so pulled a degree of timing out - was only 2 cylinder with mild symptoms at 6k rpm, ignition timing is still conservative at the moment.

Have you got an expansion tank in the charge cooler circuit?

[m1tch]

Have you got an expansion tank in the charge cooler circuit?

I have fitted an inline expansion/fill port on one of the main lines, its slowly bleeding out though, have been told that the Bosch cobra pumps are a fair faff to actually prime fully, I can tell there is flow though as I put in some concentrated coolant in and have been topping up with water recently (probably about 100ml every now and then) and from the last drive the coolant in the inline fill port was slightly pink so there is coolant going around.

Also need to sort out an intake to the turbo, currently its just a large filter attached directly to the turbo so the intake is slightly warm.

[Call the midlife!]

Is the charge cooler lower than the throttle body and expansion tank, with the pump the lowest piece of the hardware?

[m1tch]

Is the charge cooler lower than the throttle body and expansion tank, with the pump the lowest piece of the hardware?

Pump is sat under the front cross member in the frunk, inline expansion tank/fill port is just above the charge cooler in the engine bay as high as I can get it for the lid to shut etc.

[Carolyn]

Pump is sat under the front cross member in the frunk, inline expansion tank/fill port is just above the charge cooler in the engine bay as high as I can get it for the lid to shut etc.

If it's the inline unit I saw in Scotte's supercharged V6, it ain't anything like the air capacity you need.  but, then, I haven't seen yours, so I'm guessing.

[m1tch]

If it's the inline unit I saw in Scotte's supercharged V6, it ain't anything like the air capacity you need.  but, then, I haven't seen yours, so I'm guessing.

Have seen it used before on others, think I might get myself one of those vacuum coolant bleed kits to pull any airlocks out etc, am gradualy topping the level up - don't really have the space for anything large.

[1979scotte]

Have seen it used before on others, think I might get myself one of those vacuum coolant bleed kits to pull any airlocks out etc, am gradualy topping the level up - don't really have the space for anything large.

Why not?
There was 3 liters of V6 a rotrex and a charge cooler in mine

[m1tch]

I think the air pockets have been worked out the system now but will keep checking, have ordered some silicone joiners and elbows to make a better intake to the turbo, intake temps are stable but are just higher are the turbo is drawing in air from around the manifold which isn't ideal.

Have also been chasing down a few exhaust leaks and have flattened off the 5 bolt to V band adaptor as it wasn't perfectly flat so not sealing correctly.

I also have a leak on the return line from the steering rack to the PS pump, I have found where its leaking and have a replacement line although can't get the 17mm flare nut off at the moment so its currently soaking.

Once the PS line is sorted I will be working on a few service items, new discs and pads for the front brakes, tidy up some wiring and brackets etc.

The car has been road tuned and the fuel table seems to now be there in terms of fuelling up to around 7psi or so (weakest wastegate spring fitted). Will also get the MAC valve fitted soon but not rush as its working ok so far with just the wastegate plumbed directly into the turbo compressor housing.

Plan to get over to a Santapod run what ya brung event soon, seems to be on most weekends at the moment but need to get a few bits tidied away and will see what the car does on its lowest power setting.

[jvanzyl]

If it's the inline unit I saw in Scotte's supercharged V6, it ain't anything like the air capacity you need.  but, then, I haven't seen yours, so I'm guessing.

Sorry -could you please explain the need for air capacity in a either the pump or header tank? Is there a formula that can be applied?

[Carolyn]

Sorry -could you please explain the need for air capacity in a either the pump or header tank? Is there a formula that can be applied?

It depends on the volume of liquid in the system.  The liquid expands as it heats up and and insufficient room for expansion in the header (expansion) tank will over pressurise the system.  If the system has, say, five litres of coolant, I'd want about 1/3 litre expansion room.  I'm sure there's a formula but, you need to allow for the expansion of the liquid and the air atop the expansion tank.

[m1tch]

I have now changed over the leaking PS line and awaiting some Total DA to arrive to refill the system although I did have a bit spare from when I was topping the system up so put that in (although too low to drive on), no leaks so far from the replacement line.

I have also installed the 3 port MAC valve which will allow me to control boost, currently in the process of trying both open and closed loop setups to try out once the car is back up and running again with the PS fluid topped up.

Currently have the 7psi spring in at the moment (lowest pressure) and will look to aim for around 12-14 psi initially (although might not make it with the lower pressure spring) with boost by gear enabled to reduce the boost in 1st and a bit in 2nd to avoid gearbox issues.

As a guess, at around 12-14psi the engine will be making around 280bhp, so plenty to try out at Santapod, want to get the boost control setup so I can run the car at both wastegate pressure and higher pressure to see the difference.

Main thing is to see how much quicker the car is between spring pressure and a bit of boost to then work out what sort of boost/power the engine needs to run the goal of an 11 second pass, here are my guesses though:

Stock = 15 second pass
Low boost 7psi ~ 220 = high 13 second pass
12/14psi ~ 280 = high 12 second pass
16-18psi ~ 350 = Low 12 second pass/high 11 second pass
19-21 psi ~ 380 = mid 11 second pass
21psi+ ~ 400 = mid to low 11 second pass

The aim for me is to bump up the boost until I run an 11 second pass, at the lower boost levels this will be road tuned and self mapped as it currently is, anything over 14psi I will be looking to get the car on the dyno to be fully tuned as anything over that boost level I will be approaching the limits of the gearbox in terms of torque (although still well within safety margins) - but have no way of checking the torque going through the box.