Overall, was great way to get to know the car. First impressions, even limited to .6 BAR, the car is truly FAF. AFRs stayed solid throughout the rev band and the fact that the cams and turbo hit at the same time makes for exciting driving.

The displacement, compression and cam combo is truly the magic I'd hoped for. The car rips when NA, then goes alterative dimension on boost. Truly feels like an early S on PCP. On a 10% uphill grade at 4000 feet in 4th gear, at 3K RPM, doing 90 MPH it just wants to take off.

On the Twisties, this car is a beast. 2nd gear, set it and forget it. I killed more than a few roads as well as any car on planet Earth. Turbo doesn't need to mean incapable of demolishing tight corners!

At rest after crushing a 6000 ft summit:

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Now it's time for a well earned trip to the spa. Fresh oil, valve adjust, tighten some bolts, track down a few minor oil leaks, fix the small boost leak, install the. 8 BAR spring and we should be good for a while.

Then it'll be time to chase the rabbit down the hole. I got a ride in Chris Nielsen's SC backdate turbo. 2300lbs and 596 HP with instant spool at Thunder Hill through a 5 speed G50 is soul crushing. This car is Satan's steed:

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There ya go... that's what these cars are for... as opposed to the "value trophies" they've become for many!

Sounds like you had a great time - thanks for the write up.
That Neilsen car must be a beast!
Been driving the piss out of mine too...http://forums.pelicanparts.com/uploa...1495335904.jpg

Nielsen's car is faster than anything I've ever been in. I'd take it against an Aventador, a Tesla P100D in insane mode...anything. it pulled away from a GT3RS 4.0 at Thunder Hill coming out of curves like the new car was standing still. It just dropped it like a turd. Amazed.

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Next time you make a Thunder Hill trip let me know. I'm only 1.5 hrs from there.

Will do!

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^^^
Ha. Just to beat Rawknee to the punch line.

"Forum Hookup!" :D

DeezNutzDerrick and Kenik-la-Freak make a cute couple!

Little update...my k27-7006 pooped the bed a few weeks ago after about 4000 miles. It was pushing oil through the compressor side into the up pipe. The culprit ended up being scoring to the turbine shaft from some sort of fine grained debris.

Anyway, from challenges like this come opportunity...time to upgrade!

So the 7006 runs a larger turbine than the 7200, as well as an 11 housing, which is what makes them lazier than the 7200 but also what makes them hit harder and make more peak power. The hot setup on a 7200 is adding a k29 compressor wheel, which really wakes things up and peak power ends up in the range of a 7006. So what do we do? Make a 7006 hybrid!

We'll be replacing the #11 hot housing on the 7006 with a #9 and adding a k29 compressor wheel. Net result will be spooling a few hundred RPM earlier than the unmodded 7006, with a turbo that hits harder and makes more power everywhere, with more peak power potential, to boot.

So faster spool, full boost closer to 3000 (3500-ish previous), harder hit, more power. I'm ready for some fun!

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How about backpressure? It might go against the more power everywhere.

I already asked the question. The builder assured me not to worry. His experience trumps my concerns.

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How far have u gotten with your turbo build?enquiring minds gots to know

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Which part? I just drove the car 3000 miles. The refreshed turbo is currently with FedEx, somewhere between FL and WA.

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Can I just rant here? Photobucket can eat ****...they just started ransoming users to allow third party photo hosting. That means EVERY thread you've ever read with Photobucket hosted pics is ****ed. Don't use them. Ever again.

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^^^ well that means my build thread for my other car is without all photos.
That is going to wipe out a lot of tech information for all forums.


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^^^ yup

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I hate photobucket. I refuse to visit their site on any device that doesn't have ad blocker.

A decade ago they were great

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Waiting is the hardest part...turbo arrives tomorrow. With quicker spool, more boost and a higher boost level, should be fun!

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Cars look great and Thill is a great track for a turbo. Can't believe I have been driving it for near 25 years. I remember when it was only 1.9 miles and a few strips of asphalt and gravel for the pit

Motha F###a!!!

So the best laid plans with this car and its turbo have failed miserably twice. Turbo arrives the day before Emory Campout, goes in, albeit a really tight fit and...no one told us that the new K29 cold side compressor is larger than the original K27. For perspective, the original k27-7006 compressor has a 2" outlet. The new compressor is 2.5". Regardless, the existing uppipe solution was a no-go. Not to mention the interference of the outlet and the shroud will require some judicious persuading for clearance.

So frustrated.

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The joys of bolt on mods.

I've decided to sell this turbo. Would work great with a car that is more modded than mine. Wanting to keep the stock up pipe and bypass just make it too challenging.

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Sold the turbo. The new one is en route from Evergreen. Having some concerns that I'll be able to feed it enough fuel to keep the AFRs under 12. [emoji33]

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What did you order?

Custom 965 K27 7200 with a huge billet compressor wheel and #11 hot housing. Same setup as Chris Nielsen's which hits .8 BAR at 2000 RPM and blew 591 crank HP at the same pressure. Admittedly that car is an insane EFI build.

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Kenik la' Freak, I figured you were just going to run a hose from yer big ol' maw straight to the throttle body!

Man I just read the whole damn thread. Awesome story kenikh. And big ups for your persistence.
Hope it all comes good for you soon. The problem, as most of us have found, is you never stop fiddlin. And each time you do, you get a rats nest of new problems to solve. Knowing when to quit is a fine art I have not yet mastered.
Regards
Alan

Ha! So true.
I swore I was going to leave this car stock. The pile of performance parts I have been collecting says otherwise.

This was more of a while-you're-in-there deal. Same difference.

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OK everyone, finally time for a real update.

Got the new turbo installed without drama this AM. It's a 965 vintage K27-7200 with a big billet compressor wheel on a #11 hot housing. First some impressions, then a question for those in the know on CIS tuning.

IMPRESSIONS: the turbo is more responsive and linear than the old 7006. Spools about 500 RPM sooner, as well. For better or worse, the turbo "hit" is much less dramatic. The 7006 sent my mind into an altered state. This is much more predictable, but is less exciting and less likely to induce psychotropic hallucinations from excessive acceleration. Not sure how I feel about that...

MY QUESTION has to do with AFRs. This sucker is definitely blowing more air and much earlier. My AFRs from 2000 RPM until fuel dump at 4500 are lean, as in 13.5:1 lean. That's a full point higher than the old turbo.

As a reminder, I have a Leask WUR and delay solenoid set to 4500 RPM.

Once the fuel dump hits, the pendulum swings the other way: I'm pegged at 10:1 AFR from 4500, all the way to redline. The car as a result feels sluggish at fuel dump, where it should feel like it is taking off like a rocket ship.

So, my best guess is that I need to lean out the warm control pressure, fatten the idle mixture a few clicks to get it back up to 12.5 and perhaps move the dump RPM up a couple hundred RPM.

Thoughts?

Obligatory pics below.https://uploads.tapatalk-cdn.com/201...c6af70db69.jpg
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You need to raise the boost enrichment CP to lean out the AFR on boost. Push in the disk on the bottom of the wur a couple mm and check it again.

Excellent. Will do.

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You are lean before the Leask WUR dumps and too rich after. The way to control the too rich is raise the WP in the WUR. You may need to go as much as 0.5bar. This will make it even leaner before the dump. Two options, drop the rpm on the leask switch, or initially, by pass it completely and let the WUR run as per factory. This will tell you when you get too much fuel, and set the rpm switch to the point where it is just enough - eg AFR12.0
Before you lean the WUR off you probably need to sort the pre-dump leaness first. Then harden the WUR pressure up. May be a little bit of to-ing and fro-ing. You prob won't get it completely right first time.
Regards
Alan

This makes sense. Will hook up the gauges tomorrow and will adjust while running shooting for .5bar.

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Or use AIC-1 to control fuel without WUR boost/vacuum line. With AIC you could also control the boost (second map like thierry did) with a boost solenoid.

Ah, that old problem of pumping losses. It takes more energy to drive a larger compressor. With that same old tech turbine your exhaust backpressure has to rise to get that extra airflow.
Do you have a baseline of pressure differential across your engine?
HP = positive pressure differential over engine at a fixed manifold pressure.

Or switch to a FrankenCIS and eliminate all of this contraption. :D

^^^ STEEP SLOPE AHEAD!... Proceed with Caution :D