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2,524 Posts
My partner in crime is slow to react and he must forgive my opinions.
Hennies car is not a racer, but an everyday streetcar. It is a TN style, high compression(10.6:1), low boost application running normal 95 octane fuel. This means no screwing with boost "just to see" is allowed. One run could grenade the engine, even if the power would surprise everybody.
Hennie did the fabrication himself and like I said before, everything fits in it place as if planned by ten factory engineers. If he fit a dummy aircleaner over the induction pipe end, nobody will even suspect a turbo underneath. Turbo is from Garret's T35 series and will not run out of boost even at a bar boost. For a crazy car everything would be the same, bar low compression and turbolag up to 3000 rpm, which do not exist on Hennie's GTV.
40/45mm external wastegate is used, dumping outside. Exhaust is 76mm as needed by 300+ horsepower from any turbo engine. Sorry Lance, no dumpvalve is used, as it will screw up the std management, so no crazy sound track through the gears(high boost will need one)
Standard GTV series 3 management, which is more advanced than the S1 and S2 versions. Hennie wired in a Gotech Mini(not my choice but he had it on the rack) to manage the additional fuel under boost, supplied by 1000cc additional injectors. Walbo fuelpump is used from the standard position in the tank(a bi*ch to fit), with adjustable, constant fuel pressure regulator. Fuel pressure stays prefect through out the runs on the dyno.
The tuning was done at MRD and dyno development is always like having your first baby. Lots of stress and wild expectations. It is worse if you have seen an engine go up in smoke on a dyno before, so Hennie was a bit sweaty. Like on all high compression engines, the performance exceed the calculations, which were developed years ago on low compression engines, before electronics, knock sensors and high octane fuel.
The chances are always there with 2nd hand cars, that some marginal part, that still worked before a modification can pack up there after, BUT YOU COULD ALWAYS BLAME THE TUNER. Like on any modified car it is could be difficult to fault-find problems due to additional complexity. That could mean expensive part swopping to locate the problem. On Hennie’s low milage car, one Lambda sensor just gave up the ghost coming from the dyno. Maybe it didn’t like the new temperatures in the exhaust, or my guess is it was on it way out and on the dyno already didn’t work as it should. That would explain the power difference between the MRD and FR+R dynos. At the later power run, the new lambda worked as it should and pulled back the timing more curbing more hp than before.
The GTV is as smooth as silk, but when you let it go it feels like a BIG motor and trust me it is quick. Being a hooligan do not really work, as the traction control simply sort everything out. And after a drive in the car you ask yourself, why not more? I didn't like the traction control before, but compared with my 200hp car this is so sweet. For the clutch I reserve judgement, we will have to see when it let go and then replace it with a button clutch with springs. Now Hennie knows how, he may just be willing to do it again.
Hennies car is not a racer, but an everyday streetcar. It is a TN style, high compression(10.6:1), low boost application running normal 95 octane fuel. This means no screwing with boost "just to see" is allowed. One run could grenade the engine, even if the power would surprise everybody.
Hennie did the fabrication himself and like I said before, everything fits in it place as if planned by ten factory engineers. If he fit a dummy aircleaner over the induction pipe end, nobody will even suspect a turbo underneath. Turbo is from Garret's T35 series and will not run out of boost even at a bar boost. For a crazy car everything would be the same, bar low compression and turbolag up to 3000 rpm, which do not exist on Hennie's GTV.
40/45mm external wastegate is used, dumping outside. Exhaust is 76mm as needed by 300+ horsepower from any turbo engine. Sorry Lance, no dumpvalve is used, as it will screw up the std management, so no crazy sound track through the gears(high boost will need one)
Standard GTV series 3 management, which is more advanced than the S1 and S2 versions. Hennie wired in a Gotech Mini(not my choice but he had it on the rack) to manage the additional fuel under boost, supplied by 1000cc additional injectors. Walbo fuelpump is used from the standard position in the tank(a bi*ch to fit), with adjustable, constant fuel pressure regulator. Fuel pressure stays prefect through out the runs on the dyno.
The tuning was done at MRD and dyno development is always like having your first baby. Lots of stress and wild expectations. It is worse if you have seen an engine go up in smoke on a dyno before, so Hennie was a bit sweaty. Like on all high compression engines, the performance exceed the calculations, which were developed years ago on low compression engines, before electronics, knock sensors and high octane fuel.
The chances are always there with 2nd hand cars, that some marginal part, that still worked before a modification can pack up there after, BUT YOU COULD ALWAYS BLAME THE TUNER. Like on any modified car it is could be difficult to fault-find problems due to additional complexity. That could mean expensive part swopping to locate the problem. On Hennie’s low milage car, one Lambda sensor just gave up the ghost coming from the dyno. Maybe it didn’t like the new temperatures in the exhaust, or my guess is it was on it way out and on the dyno already didn’t work as it should. That would explain the power difference between the MRD and FR+R dynos. At the later power run, the new lambda worked as it should and pulled back the timing more curbing more hp than before.
The GTV is as smooth as silk, but when you let it go it feels like a BIG motor and trust me it is quick. Being a hooligan do not really work, as the traction control simply sort everything out. And after a drive in the car you ask yourself, why not more? I didn't like the traction control before, but compared with my 200hp car this is so sweet. For the clutch I reserve judgement, we will have to see when it let go and then replace it with a button clutch with springs. Now Hennie knows how, he may just be willing to do it again.
