raijin

https://www.subaru.co.nz/wrx25#/boards/subaru-wrx/entries/subaru-enrtry-a590b1be-83ec-429e-a6f4-9855c9a6877c The old girl was feeling a little left out so I put her in too for the fun :-)

ok good now what are your coil dwell times

Check your HT leads are not too close to the engine harness as this can cause sync issues with the cam sensor. Also what injector end angle are you running?

Hi gents - thanks for the feedback. I'm not on the forum too much these days so just drop me an email through my website or give me a buzz.

road of course - in the real world

a mild mannered 282wkw/530nm on pump 98

No worries - indeed 10% meth added directly into the tank (assuming the fuel pipework and FPR has been selected for meth resistance as is the case here) adds huge potential for extra ignition advance. I prefer this approach over the extra hassle, weight and failure risk of a meth/water injection system

Hi it's nothing too hairy given it is also a road car. It's a Blouch 2.5XTR on a built 2.35 CDB with V8 Sti heads and standard cams with v mount intercooler/rad set up and a splash of meth in the fuel. Operator was using STP for correction. These are 4th gear runs. IAT and ECT are handled nicely by the vmount

Hi I just spotted this post and my business registration details are in the attached link. Cheers. Alistair. http://raijinperformance.co.nz/contact/

I had a little fun on the dyno this morning http://raijinperformance.co.nz/2014/09/22/chassis-dyno-vs-road-dyno-software/

Actually the effect can be obtained by adjusting the delay values on the ECU for the IACV opening in addition to recalibrating a number of other parameters relating to turbo transition which is what I did with Jag's car when I mapped it (evljat). This does require full definitions for the ROM on the ECU though. This is why the 0.8mm restrictor hack did not provide any additional benefit as the ECU was already producing the desired behaviour via recalibration (I was just curious to see if there was any additional influence)

The rad sits within the oem front end and the IC sits under the bonnet with a little modding to the underside of the bonnet

It's not a stepped radiator but works well so far. I'm keen to do some proper sustained testing on a circuit before putting my name to it though so will keep you guys posted.

Thanks I have located a supplier in China who can fabricate the V mount IC and rad combo similar to the process west set up for Subarus but at a fraction of the price. The quality of the workmanship is superb. It even has a built in oil cooler integrated into the bottom of the radiator (the unions are on the driver side of the rad)

You'll need some way of getting air out of the top of the radiator in the boot hence the bubble pipe. You should be fine with one overflow bottle but you may find you need a decent size bottle given the larger capacity of the system.

Good work. You will need some form of scoops to ram the air down the ducts too. Re plumbing you should be ok with one header tank in the engine bay and one in the boot. Just make sure that the header tank in the boot is above the highest point of the rad and all your pipe work of course. You could use an oem one in the boot and have a bubble pipe return from the rad to the header tank.

Depending on the efficiency of the core you are intending to use, it can difficult to get sufficient cooling with a boot mount without getting some form of decent airflow through the boot of the car via ducting. A couple of fans won't cut it for heavy duty/track work. If you are struggling with your ECT with your current set up, due to an FMIC restricting airflow through your radiator for example, I would recommend a V-mount set up on the front. Here's mine. ECT sits at 87 degrees with sustained hard driving and ACT sits around 5 degrees above ambient at around 27 psi boost.

I have been paying a little attention to the cooling system on the development car. Charge temps now remain around 5 degrees above ambient on boost even at 27 psi

The JECS MY99/00 ECUs can be relfashed via Ecutek or alternatively recalibrated via the ECUlabs solution now available: http://www.ecutek.com/Products/Trade/ProECU-Tuning-Suites/Subaru-Tuning-Suites/Subaru-K-Line-99/Features/Supported-Vehicles.aspx http://eculabs.com/studio2.html The earlier pre 99 JECS ECUs can also be remapped via ESL: http://raijinperformance.co.nz/esl-daughterboard-impreza-forester-legacy/

Hi if it is an MY01 car onwards then yes the ECU can be reflashed and the car can be tuned so it is det free and the VOD is greatly improved on twin turbo models. Here is one I mapped previously. http://raijinperformance.co.nz/2014/05/25/2002-jdm-legacy-twin-turbo-remapped-no-more-valley-of-death/

Hi sorry for the late response.The non turbo EJ22 engines are open deck. I got my EJ22t from a farmer in the USA who had an old turbo legacy as a farm round about!

Hi a wee update: 1. Piston rock to head clearance measured for minimum HG thickness 2. 98mm MLS gaskets and ARP L19 Headstuds 3. Heads chambered and cc'd for the 98mm bore. Supertech valves in there too. Woof woof. The motor is in now in the car and being run in

Yep I believe that racerom was brought out in response to the developments in the OS community such as speed density, launch control, flat foot shifting etc

Just for clarity LC is only available from Ecutek via Racerom which is restricted to MY06> DBW Subaru ECUs

thanks lads - I\'m currently chambering the heads for the 98mm bore and getting them surface ground so will post up some more pics when done