Barreljan's Time Attack Turbo V6 - p.38 Grote revisie!

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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door pop-i »

Oeiiiiiiiiii hebben hebben hebben.

Veel plezier met de bak demonteren. Hoop dat het veel scheelt
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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door djmarcio »

Is hoop het voor je! En dat het beetje mee zit! Zal natuurlijk wel weer tegen zitten op een moment zo als altijd....
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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door barreljan »

Nou het kostte iets meer dan verwacht en door wat andere prioriteiten duurde het even.

[album]1202[/album]

Het MFactory Limited slip diff is klaar voor installatie. Achteraf is het leuk dat de kosten ten opzichte van Quaiffe beter zijn maar er word niet bij verteld dat je ook 2 lagers moet kopen a 80 euro de stuk plus het plastic tandwieltje voor de speedo (snelheids-sensor). Qua installatie instructies ook geen uitleg dus alles moest wederom zelf uitgezocht worden. De bouten die bijgeleverd zijn is leuk, maar de originele zijn klinkbouten dus dat werd slijpen en uitboren.

Maar hee, het zit. Vanavond begin maken om de versnellingsbak in elkaar te zetten en dan van de week de v.bak wisselen op de auto :)
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Driving a 323F 2.5 V6 Turbo KLZE @ 290pk/322nm

T3/T04E turbo | Turbosmart wastegate&blowoff | Stratified ECU | Millenia-S inj. | Mfactory LSD | Ksport 8pot 330mm | Ksport coilovers | Fidanza | And more..
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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door Wolfje666 »

Oeh.. ben benieuwd hoe dit gaat bevallen :)
Keep it going!
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1e: Mazda323F 1.5 BA 2e: Mazda323F 2.5 V6 KLZE J-Spec 3e: Mazda 5 1.8 Touring
Fiat Stilo Abarth 2.4 - 20V - 170PK
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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door pop-i »

:leuk: Zeer benieuwd naar je ervaringen kerel. En hopelijk zie je het terug in je rondetijden
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Re: Barreljan's Time Attack V6 - p.36 updates!

Bericht door barreljan »

@Chris: met diff en weer op Toyo R888: 2.11.9 :rock:




Aangezien ik geen zin heb ik deze hele lap tekst te verbouwen naar nederlands... zullen jullie het even moeten doen met english yes yes :D


Picture warning! If needed, grab some tissues before proceeding :mrgreen: They are clickable (in dit geval slecht, kopier de link en verwijder thumb uit de url)



Last year when the Dutch Time Attack season was over, it was fairly clear that we lacked power on the straights and up-hill. Cornering speed, although the rear
suspension arms are in poor condition, was excellent. We still received positive reactions about our exit speed in corners. Partly the setup but mostly it was
because the torque deliverd from the nice V6.

I had been thinking this over and over again, what to do? And not only after the last round, nope. Why do you think I have installed a MFactory limited slip diff ?

Crunching the numbers, it would be getting to a turbo setup , keeping in mind that reliability should stay at #1 and it al should keep up and not brake. As far as I know
no one could help us much with this, we stated that we should start with an combination of quality parts and some cheap parts. The goal was to get it running, stay in
1 peace after a track session and still be working back at the shop. We have figurerd most things out ourselfs, doing a lot of research and development. Bought parts to
see if they fit, returning them because they are useless etc etc. Most time has gone in testing, fitting and testing again.


At the end of July (2013) I started on the Meqasquirt V2.0 board we still had from the last project and got to figure every wire out from the european KF 2.0 V6 based
wiring loom. As there is no manual of how to reverse engineer this to a MS ecu, it is a painstaking proces of following the wires and re-measure it with a voltmeter.

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Saidly, I focused too much on the MX-6 and MX-3 wiring example for the MS board. Thus, when connected to the car and powering it on, resulted in a smoldering smell
and some sparkling sound....


After damage checks, I found out that the 12V+ ign source was hooked up to one of the ground pins of the MS board.
In the bin with it... Bye bye £300-ish


Moving on to August where we picked up speed with some of the main components. I found a complete fuelrail with pressure regulator and injectors of the Millenia-S
(2.3 V6 compressor). Some reseach told us they wouldn't keep up with the needs, as they are just around 285cc/m each. So lets try these and search on to bigger
injectors that would fit the *&#&)! KL fuelrail with not too much fuzz.

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The injectors removed from the useless rail

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A week later the, (cheap :roll: ) turbo arrived. What an idiotic size! Damn!


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The mailman promptly deliverd the poorly fitting turbo manifold (headers, collector and the downpipe) the next day.


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As we had learned from the earlier 4-cil BP turbo project, the eBay wastegate was the main problem of the death of the engine. So in with some quality compononents! Turbosmart it is 8-)

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We did not trow all the parts aways from the former turbo project, so we could arrange a lot of parts again together


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To minimize the long route of the intercooler piping and eventually the lag, we redesigned the intercooler. Both the inlet and outlet are on one side with a block on
the inside between them.


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The Setrab oilcooler was also 3 years (unused!) on the shelf, so now is the time

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It is time to strip the front end and make room. As some may know, the front engine mount is on a big support underneath the engine, but that has to go otherwise
the collector and downpipe won't fit. My brother Adri (Hellracer at the forum) was the father of the idea to replace the mount to the front of the car.

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Hmmm, it does seem to fit nicely, maybe to easy.



Lets see how it works out for the exhaust and turbo manifold

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The downpipe (or dump) won't fit properly, the flange is complete out of sync. Oh well, not something what an anglegrinder and a welder won't fix :)



Reapplying the original radiator mount. Why make it harder for yourself?

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Testfitting the radiator, the top radiator bracket and panels, including the intercooler, oilcooler and lights


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Again, it all seem to go to easy. Or did we think things through?



As you already read in the above section, the Megasquirt board died on us, so I've already had a new unit ordererd. But this time a different one which is easier to use
with the wiring. A StratifiedAuto MSND76 PnP with an onboard MAP (boost) sensor and a inlet temperature sensor. I have choosen an electronic boostcontroller to go
with it and was delivered with it.

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Oh look what dropped in :)

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Back to the car itself. The fantastic fitting (NOT!) exhaust needed some work other than the turbo flange. There is a wastegate 'inlet' from the collector, but an exit
(dump) is not in the downpipe. Maybe they thaught: well, do a screamerpipe? Hell no, not with the regulations of Time Attack.

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* Note; yes, the v-band flange is connected to a simple 2-bolt flange. Nice job to redo later...


A painstaking job is the heatwrap. Maybe you have done it yourself but it itches sooooo bad. But it sure helps to keep the heat in and to the turbo and it lookes nice
and tidy.

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Work is done on the ECU, triple checked al the wires, measure and measure again before soldering and asked our dad to check independently if I had it right.
But no; 3 wires wrong. Thanks for checking! We were confident that this should do it, only 1 wire was stated on the MX-6 scheme that didn't matched any on
the KF2.0 wiring. You will read it later on.

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After the research and soldering, it had to be done; hook it up and power on. If it fails, we had time left to arrange something else or maybe a new unit.

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Whoohoo!!! The map reading was not correct but hey, it did its thing and not fry itself.



And now for something completely different! Yes, massive work on the chassis was needed to make some extra room for the turbo inlet and the intercoolerpiping.
As you can see, it drops 2cms and the radiator facing side is not under an angle but straight to accomodate the silicon hoses for the intercooler

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Yup! Fits like a charm :D

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The final result (some paint will be added later on)

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The mailman delivered a new package, this time the braided oilfeed line for the turbo with the correct couplers.

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Scavenging through a pile of leftovers we came up with this to connect the line to the block. I'll hear you think by now... Yes indeed: this is a no go.

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The return adapter to place in the sump is the correct one, we had a aluminum one with the turbo but we opted for a steel one to weld in the sump.

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For the oil feed we made some custom adapters to fit the banjo bolt.

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Then we installed the Mocal takeoff plate with thermostat for the oilcooler. It fits nicely.

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Finaly, we started again with the build up. Most of the fabricating and custom work was done, so it could come together.

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I reckon we did this so many times, test fitting parts, removing them, altering some parts and test fit again. But that comes with a project like this. You need to do this on and on and on.

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The oilcooler is connected as well as the oilreturn from the turbo.

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Testfitting a new route for the coolant, seems to work out fine.

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Testfitting the overflow hose to the coolant reservoir and sealing it to protect it from unnessecary heat that comes from the turbo

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Picture from underneath.

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The buildup for so far

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For the coolant reservoir we needed a new place of course so we designed an assembly plate to go over the gearbox mount. On this we accompanied the reservoir with
the fuelfilter and the adjustable pressure regulator.

While we were at it, replaced the filter as well. It had been there for a while :P

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Mounted the boostcontroller and hooked it up to the wastegate and compressor side of the turbo.

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A picture of where we at

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We testfitted and tested and tested, oh and tested, with a mockup bumper to see whats needed to adjust or change. At the end the original front bumper with the
Postert front spoiler (or lip whatever you call it) fits nicely. The brackets and all the supports are there including the bonnet catch.

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The oil feed clamp in place nice and tidy

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The coolant piping worked out to be like this and works as it should.

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A view from the front

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Last but not least, we had to rearrange the powersteering cooler again. You probably won't know it, but with 225 wide semi-slicks steering becomes heavy so the
powersteering will not be removed. Adri was being creative with 12mm copper piping and a bending iron. He came up with this:

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The oil catch-can to meet the regulations of Time Attack. To prevent a "sump-dump" or to catch oil that is forced throug the sumpbreating piping.

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And a new airfilter is recommended :)

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We had a issue with the cooling fan. Now the turbo is taking in some space the original fan could not be used. Luckily we had an A/C fan lying around from another
project and that fits barely. It will do for now and we saw that it had a blade extra so it hauls more air past the radiator. I can tell you by now, it does it's job with
ease. On the dyno and track it held temperatures @ 88 degrees exact :D

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Setting up the base fuelpressure. This was made after a lucky shot of dialing it in. Normaly it should be arround 3 to 3.5 bar.

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The startup is not on video. The only video we have is that it wouldn't start. After some quick checks we noticed it had no spark. Researched told me that we missed
the wire as mentioned earlier as the cam-angle sensor. Strangly it should hook up with the same input as the crank-angle sensor. This made it spark and it turned around
before dying out.

The fuel map was waaaaay to rich :P Getting it to idle was a hard job. No one on the Internetz had the same settings. But after some good guessing I set up the spark
advance table first. Then it was time time dial down the fuel on the idle rpm's. At some point it was stable but I was intoxicated by heavy fuel-rich fumes so had to go
home, eventhough the workshop overhead door was open.

For some extra good guessing I made up an fuelmap based on the idle load and the manifold pressure at boost and tried to make a nice table. The day later tested it on
the street for a short period. It was going like hell! But we noticed on higher rpm's it will be so rich, sparks were put out so back to the shop and leave it like this for the
guys at the dyno to do the mapping.


The final result! Adri made a quick airduct in shape of the light unit to let air in to the filter.

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A walk around the car

[BBvideo]http://www.youtube.com/watch?v=Rxv-n79RHG0[/BBvideo]



Dyno time! Oh, before reading on, this was done on thursday the 20th of March... We still had to finish the full rollcage (removed the bolted 4point) and finish all the
details so we could drive the first round on the 23rd of march on Circuit Park Zandvoort.

They asked about the complete setup and were sceptic about the seemingly small injectors. But we said we had some big ass 850cc/m injectors in house that fit, but
there are too much. After discussing that these Millenia's aren't small they turned around. You do the math: 285cc x 6 cilinders is 1710cc/m of flow. Divide that by 4
(427cc/m ) and you''ll see that they are just fine for up to 0.7 bar boost or more ;)

We had some issues with the fuel pressure regulator. It seemed that we had installed a rising rate unit. Not good. We disconnected the vacuumhose to it and reset the
pressure. Much better :)
After that we noticed the boost was going up and beyond 0.5 bar (7psi). It reached at a certain moment the 0.9 bar.... Oops :D Resetting the boostcontroller duty map
did not help. We disconncted it for now and go wastegate pressure only.

During the mapping the guys were pleased by the software and were excited with the base streetmap I had come up with. Spark advance was a degree of 4 maybe too
much they said, but it hasn't been altered since :badgrin: Although at first the pressure regulator was not correct and it overboosted a bit, they were supprised of
the engine power and we even had to change the front tires as they were eaten up by the dyno rollers.... Expensive hobby knowing the race tyres were still on it :roll: :doubt:

We received complements on the work that we had done. Everything looked sharp and tidy.


Final run after mapping

[BBvideo]http://www.youtube.com/watch?v=Ayyi2RQbtiI[/BBvideo]


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It resulted in a whopping 290bph and 322nm of torque. The guys at the dyno said it will go up to 320bhp if needed. But were are running, against all advice, with a
stock engine so we will keep it for now on this safe setting.



During scruteneering at Time Attack I could not help myself and get on the large scale. With approx. 80% fuel in the tank it stated that the car in race condition
weighs just 1135 kg :D 8-) Nice one!

And once again, complements of the guys at the scruteneering that it all looked very good and tidy.
They stated that it should have been some work. No shit sherlock :lol:



This is how it lookes like on the warmup at the track. You should go to around the 8.00 marker to see me.

[BBvideo]http://www.youtube.com/watch?v=WTHhMazM0Ps[/BBvideo]

Do note, the darkbrown/black Subaru chasing me has much more power, but weighs a lot more.


More high quality pictures of the media team (Toast Media) that joined us that day
https://www.flickr.com/photos/toastmedia/


An epic blog video of the day!
http://vimeo.com/90002985



Speclist for now (not all parts and all the details are mentioned)

2.5i 24v V6 KLZE (Jspec,shortneck, VRIS removed)
T3/T4 Turbo (.50A/R / .64A/R) 3" inlet, 2" outlet
Turbosmart Comp-Gate 40mm wastegate (7-psi spring)
Turbosmart Supersonic Blowoff
H-P-C modified TOPSPEED Pro headers, collector & downpipe
H-P-C modified KL fuelrail
Millenia-S injectors
Innovate MTX-L wideband sensor and gauge
StratifiedAuto MSND76 ECU
StratifiedAuto MAP (4bar) sensor
StratifiedAuto electronic Boostcontroller
H-P-C modified oilsump
H-P-C modified intercooler
H-P-C custom intercooler piping
Siliconehoses.com & QSP silicone hoses
Setrab ProLine 330mm oilcooler
Mocal oilcooler takeoff with thermostat
Braided Steel Teflon line -4AN Turbo oil feed
Walbro 255 L/ph fuelpump
FSE fuelpressure regulator
Sickspeed T3 Black turboblanket
Pipercross foam airfilter
LTEC 1ltr oil catch-can
H-P-C modified engine mounts
Fidanza 4kg lightweight flywheel
Mfactory helical LSD
SPEC Stage3 (6-puck) disc
Exedy Stage2 pressureplate



And yes, the onboard cam we had for the qualification is almost ready to be uploaded, stay tuned :D


Result in laptime: 2.09.25 !




Big cheer and many thanks to Adri for all his help on this !
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Driving a 323F 2.5 V6 Turbo KLZE @ 290pk/322nm

T3/T04E turbo | Turbosmart wastegate&blowoff | Stratified ECU | Millenia-S inj. | Mfactory LSD | Ksport 8pot 330mm | Ksport coilovers | Fidanza | And more..
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Re: Barreljan's Time Attack V6 - p.37 grote update!

Bericht door Jortje »

PORNO!
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Re: Barreljan's Time Attack V6 - p.37 grote update!

Bericht door Paddy22 »

wauw gaaf :duim: :duim: :duim: :duim:
Mazda 323f GLX BA 97 1.5i & Mazda 323F GLX Jubilee BA 97 1.8 GT & Mazda 323F GTi BA 96 1.8 & Mazda 323f BJ 99 1.5
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Re: Barreljan's Time Attack V6 - p.37 grote update!

Bericht door richardr6 »

A Mazing :duim: :duim: :duim:

Top, en turbo geplaatst op bijna de enigste plaats waar ruimte te verkrijgen is.
Zie nu ook in dat er heeel veel werk inzit, en ik bewonder je (jullie) doorzettingsvermogen.

Werkelijk FanTasTisch!!


En nu Knallen!
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Re: Barreljan's Time Attack V6 - p.37 grote update!

Bericht door @PM »

290 pk :-o Dan denk ik dat je me nu toch wel voorbij komt op een opritje :mrgreen:
OO≡≡V≡≡OO
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