John Dixon

Nice! Level of preparation looks excellent.

New filter head for V8, did it have to be so shiney!

Think the top spec V10's were around 900bhp, Jun car ~1200. Don't imagine they could get anymore from the V10 other than raising the rev limit and using one engine per run or something.

Weight doesn't make a huge difference to top speed, just really drag and power (and gear ratios!). Even without the wing I'd imagine the cd is big, swoopy rear bodywork, aero section wishbones etc etc all adds up.

Would imagine the F1 car has a much, much higher cd due to the amount of downforce it produces so is actually less aerodynamic at least in terms of drag.

Yes, but the original system doesn't flow the entire amount of oil going around the system, it just bypasses some of it off. With a sandwich plate, the entire amount goes through it so you need bigger pipework to minimise pressure drop.

Would need to have a look at the diagrams but I'd imagine you'd be best to block the original cooler lines as its a bypass system. I think the pressure valve to the cooler is separate from the main pressure relief valve in the pump. The greddy plates I have seen don't have big enough off takes for a cooler, you need at least 5/8" (-10 or 5/8 BSP fittings, preferably 3/4").

Mark, probably better replacing it with a sandwich plate offtake and a thermostat. Becomes temp controlled then rather than pressure and tends to work better. Oil temp should ideally be 80-110 deg C. 130 is very bad, not sure where yours is. Probably up at leons this wekend doing the V8 intakes if you want to drop over.

Owen Developments are absolutely superb. By far the best RR setup I've seen and good blokes too. It's no coincidence that they do loads of developement work for manufacturers. Jay: You're right, the thing in my car was just a board I made for the stock ECU to have 4 maps. You might find on the new motech you don't need separate 'aggression' maps as I think you can program different sets of maps for different throttle positions.

5900 on mine, works better like that at higher boost.

4900rpm on a stock TT ECU

It's an on/off system that advances the inlet cam depending on engine speed/load/temp. It does make a difference, you can see it clearly on the dyno if you do back to back runs with it on and off.

He does, he'd PM'd me about it. No prob posting it to him, will get his address off him. Cheers again for the loan anyway. John

Liam, gain is sort of the 'aggression' of the controller. Basically more gain = quicker spoolup but go too far and it gets unstable - the boost pressure overshoots on spoolup then surges up and down at high revs. Try gain a few % down on the high setting then use the set parameter to get the boost you want. Best to set the start boost ("Set Gain") to 0 before you adjust it then when finished set to 3psi below target boost. Mowgs: PM me your address and I'll send it back. Cheers for the loan mate.

Can whoever it was get back in touch, I'm finished with it and will send it back. Thanks

Eric did get one running with some VNT's but he used diesel ones and they only lasted about 20 miles or something. Apparently it felt great for those 20 miles though. Can't remember if that was also the hi-comp low boost engine he was building or not.

Not sure if this is any use to you, but David fitted TD06-20G on his car, thought maybe the pics of mounts etc might help: Here

Lag isn't much different it's boost threshold that's reduced mainly. Still a massive advantage over old designs though.

Yeah, would be good. Almost eliminates boost threshold but still some lag. Aerotek went bust a while ago so I'm guessing garrett or someone bought the patent. Mitsi and garett both used to do a less advanced version with one or two veins on the inlet. I think the 405-T16 used one of those, probably about T25 size.

It's not new, aerotek had been making them for ages but they were really expensive (design was suitable for aviation). Lots of the mx5 turbo kits used them, they were impressive. Basically gives you the same result as having turbos with different A/R ratio on the turbine so quick spool up and low back pressure.

Residual pressure valves: hold 2psi on lines to stop knock back.

Chers Leigh, can you post up the ABS removal and PAS ones too? Maxsunny, is your roll cage really as extensive as that?! Where did you get it?

Bet the glare off that in the windscreen is a nightmare. Stock dash is bad enough, why I got mine flocked.

That's hugely impressive :bow:

Cool, will keep you updated. Sending them a set of stockers to look at next week or so.