Good work Nize. I think I'll buy the same upgrades from them.

lou has a good write-up on rennlist with photos;
http://forums.rennlist.com/rennforums/showthread.php?t=311336&page=2

the best part is, you can plug it directly into the secret 'test port' by the passenger footwell without making any permanent changes.

btw sox, you might also be interested in making a digital knock counter if you haven't already.

Nize I am currently working on replacing the KLR so that the knock count/control will all be new.
Sox

here is the long overdue dyno graph. the glitch at 4800rpm is due to their spark sensor messing up (it's been finicky with my car for some reason, which is why it's taken so long to get a good graph).

edit: 1/2/08;
i found out over the weekend that cylinder3 is down 25% compression, possibly due to bad/worn piston rings. it's obvious if this cylinder were working properly, the car would have made more power.

http://gallery.silentmedia.com/d/859...rrett50dbb.jpg

just for the record:
323whp/334wtq at 17psi on 92octane pump gas
full boost at 17psi achieved by 2900rpm !

there's room for improvement, too. just need a bit more tuning.

Nice graph for sure but am I reading this wrong? Where do you see (full boost) 17psi @2900, I see 10-11?

Looks like 3400 to me for 17psi and topping out at near or above 20psi past 5K.

the dyno boost sensor is not as accurate as the one in the EMS, or maybe it's just too sensitive, which could explain why the curve also fluctuates even though my VDO boost gauge shows a steady 17psi to redline. i'll post a separate log from the EMS later.

also, that boost dropoff at 5200 does not register on the VDO nor on the EMS.

edit: addendum 12/22/2007
i have been able to get 17psi by 2969rpm with the new dbb turbo. keep in mind this is the #10 hotside. an equivalent traditional journal bearing kkk would never be able to acheive this;
http://gallery.silentmedia.com/d/8576-2/50trim17psi.jpg

That's great work Peter! Thanks for posting your results. The 50 trim journal bearing turbo I've got in my car right now definitely doesn't make 17 psi under 3000 RPM - gotta love datalogging! I'm sure your car must pull very well.

Happy Holidays!

Vic

Nize, I am looking to buy a new Turbo soon as well and am doing research. Where do you think the new DBB garret turbo from lindsey will achieve full boost. I talked to Dave on the phone and he said they now make a kit to make all oil and water lines fit. I was thinking the Super 75 wet dbb. It would be for the 2.7.

I just bought a 2.5 m44/51 block so i can get it machined and sleeved while mine is still in the car. (I still haven't talked to that shop in ct about mid-sleeving.)

There is a rennlist guy selling his vitesse stage 2 wet for 1500 with like 5000 miles.
Any input?

All help is apriciated!:)

some interesting things about lindsey's dbb;
1) no prices listed (all of the prices listed are for traditional journal bearing turbos)
2) no photos of the products (all of the photos are for traditional journal bearing turbos)
3) no dynos shown (all of the dynos are for traditional journal bearing turbos)

lindsey also doesn't mention anything on the website about how he gets the water pipe and oil lines to fit. i also like how he calls them TBB (twin ball bearing) instead of DBB (dual ball bearing). :)

are you sure the super75 compressor will even fit in the stock location? i thought some modifications were necessary to get that to fit.

i'd be curious what lindsey charges for the dbb turbos. can you post your findings so i can update my review? :)

regarding the vitesse stage2 turbo, personally i would never buy a mystery product that i know nothing about. also, since my own turbo findings and this review, it seems some people with a vitesse stage2 has started selling them or is planning on selling them so they could get this one. reason is the vitesse most likely has a #8 hotside and spools slower than my turbo with the #10 hotside, so the vitesse has lower potential hp up top.

i'm actually planning on running this turbo with the 2.7 build and see what it's really capable of. :)

Ill find out tomorrow what he charges the tbb turbo and fittings. I know you have to do something to the intake because there are clearance issues but besides that iheard they are plug and play. This is why i'm still not just going with your turbo, but might choose it in the long run.

This is going o be like a side-by-side 2.7 build. we will have to put up dyno#s when were donehttp://forums.pelicanparts.com/suppo...s/beerchug.gif

hahah sounds good. i don't have very high goals though, i'm only shooting for around 380whp with full boost at 2800rpm. :) later, after i've saved up some more money, i'll do some other mods that should get me close to 450whp with full boost at 2700rpm.

whats your plan on 450 with full boost at 2700? Is that with a 3.0 block or your 2.7?

with the 2.7. :)

328/343 on the 2.7 at lower boost with the same turbo and tune and getting higher...

http://gallery.silentmedia.com/d/799...t50trim-10.jpg

Kick ass Nize. Everytime this thread comes up, I read the whole thing over again. Some great info!

Am I reading the graph wrong - seems like the AF is lean? Don't you want it sub 12 on boost?

you have a good eye! you're reading the graph correctly and you are correct. i have knock control, so i took a risk and tried running 13:1 afr on the stock motor just for kicks. i'm now running 12:1 as you can see.