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#46
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Re: Building a 10,000 rpm NA engine.
Well I can't beleive how brilliant the contrubitions are from all the die hard SVX people.
Here is my 2 bob worth, Quote:
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Good info on studs. Don't touch twin cooling pumps with a 40 ft pole, not going to work. From my stand point cooling is sorted so its no longer a issue time to move on. Dry Sump Update. Bazza I pulled the oil pump off a engine and the mods we need to do are simple in my opinion. Could be a better way and happy to hears it. Pull pump remove rotor and lob, it may be just the outter lob part, reassembly the pump. The supply from the the sump sution needs to be connected to the pressure out let on the new dry sump pump. Net result the pressure valve will function as normal and the reset on the pump circut will function normally. Have a great day all and keep up the good work. Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#47
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Re: Building a 10,000 rpm NA engine.
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Can we recap how that was sorted exactly even if just for the record? I have read most of the "again and again" thread, but I am still not entirely clear on it.
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'94 Laguna Blue LSi ~159k.......JDM ultra short-geared 3.900 STi Version 7 6-speed w/ Cobb shortshifter, ECUtune 244,8.1mm/256,9.1mm i/e cams, group N motor mounts, '97 grille, JDM clear corners, Momo JDM Legacy GT steering wheel, apkarian's LED tails, silver STi BBS wheels, PWR radiator, redstuff pads f/r, drilled/slotted rotors, bontragerworks rsb #18, Koni/GC 450f/375r coilovers, Megan Racing adjustable lateral links, KMac c/c plates, Stebro exhaust, ECUtune 1v5, Optima battery in the trunk where it belongs. Turbo project '97 Ebony LSi ~137k #036.......Power mode mod, JDM clear corners, BBS wheels. AUX/pocket mod Now a mod "over there" ............Photo album Last edited by icingdeath88; 06-11-2012 at 06:29 PM. |
#48
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Re: Building a 10,000 rpm NA engine.
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Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#49
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Re: Building a 10,000 rpm NA engine.
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That's a handy link, thank you Beware, don't buy 2 x sets of EJ20 head studs because the EG33 bolt lengths are different (two lengths due to helical cam wheels in the way) which means you can only use the central 4 x bolts as they're the same as the EJ2X lengths. The outer bolts are shorter. So if you do use EJ20 head studs, just pin the central piston using 4 bolts/studs on both sides. It's actually proven to handle around 800 bhp so more than fine for NA and most turbo applications. To be honest though, I'd be doing more research on guys like Andy Forest (1050 bhp EG33) and Rigoli (1200 bhp EG33... they've already done all the hard work for us with the EG33 - obviously not all of it is applicable but we can easily take what we need - ie timing belt composition (kevlar like WRC STI belts?), oiling modifications (both run dry sumps) etc. I'd also be researching EJ2X valve train setups, they've also been tested to death and there are proven spring / retainer / valve / cam combinations up to these rpms. |
#50
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Re: Building a 10,000 rpm NA engine.
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No need to move or modify the actual thermostat in anyway. |
#51
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Re: Building a 10,000 rpm NA engine.
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I've got some updates with my sump pan, will flick some to you tonight when I get home. |
#52
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Re: Building a 10,000 rpm NA engine.
Are people like the Rigoli's more of a drag racing mentality...ie, it doesn't run long enough to generate a problem in between rebuilds?
Titanium valve train is a must to get those revs, and reasonably readily available assuming you swap to all STI valvetrain. I ran 11mm lift and didn't need to clearance anything to fit...so I'm surprised Bob you had to? Has anybody tried the Cosworth oil pump? It might be a simpler alternative than dry sump? Or just upping the pressure in our pump (which is all the Cosworth appears to be). Has anybody had a cam gear/cam belt failure from revs (rather than from age)? I'm not sure it's an issue yet, particuarly if kevlar belts are available. Doesn't horizontally opposed mean some of the harmonic issues won't appear? Matt |
#53
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Re: Building a 10,000 rpm NA engine.
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With Andy's EG33 making > 1000 hp, that's a track car. Both drags and motorkhana / autocross. Cosworth simply get an EG33 12mm gearset and whack it in a 10 mm pump housing... that's how you get 12mm. Upping pressure won't work - you just get hot oil and cavitation. You don't really want "fizzy" oil lubricating your bearings. I've stretched belts in the old 2.5L when going past 8500 rpm. Never got around to using a WRC STI kevlar belt... went EG33 instead. Interesting about your buckets not having to be touched.. my old 2L STI heads with the big diameter solid buckets had to be heavily relieved to fit the Kelford 272 / 11.5mm cams. The covers also had to be machined which is what Bob was saying we'd have to do with big cams in the EG33 heads as per above. |
#54
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Re: Building a 10,000 rpm NA engine.
Hi Matt,
I looked at the pressure issue and the current pump goes no were near top pressure blow off. The only way to increase pressure in the system is to increase flow. I might be able to ask a mate in the machine tool industry if he can build bigger rotors. A question do you think caviation/air was a problem in your oil issues? Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#55
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Re: Building a 10,000 rpm NA engine.
Apologies Tony, I don't know enough about cavitation to know whether it was an issue.
I can say that the two bearing failures I've had relate to two very different circumstances. 1) engine had been overheating all rally, no oil pressure gauge (I know I know) but I continued on until the inevitable big end failure. Revs weren't that high though...I'd say it was maxing out at about 6500rpm which is around factory redline. I assume heat contributed to oil failure. 2) -4 degree morning, I'd started the engine and had idled for some time warming it up before I fouled a plug. Revving the engine attempting to clear the plug, and the big end failed. Again engine revs would have been no more than 7500rpm. I haven't solved this one yet, but have started to tear down the block. Matt |
#56
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Re: Building a 10,000 rpm NA engine.
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Failure 2 could be anything - history, tune etc. What happened the time before the failure? Overheating? As I've said somewhere else, detonation will rip these bearings apart in no time flat. Remove detonation and you'll snap rods before the big ends fail under load. Last edited by bazza; 06-11-2012 at 09:13 PM. |
#57
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Re: Building a 10,000 rpm NA engine.
I'd only got the tune going the previous day. The engine had done half a rally a couple of months before but we crashed out and then we'd fitted the ITB's. Definitely didn't have big end failure sounds when I just got the tune loaded. Nor was anything apparent the next morning in the time it was idling.
Matt |
#58
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Re: Building a 10,000 rpm NA engine.
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Last edited by bazza; 06-11-2012 at 09:32 PM. |
#59
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Re: Building a 10,000 rpm NA engine.
[IMG]C:\Documents and Settings\Valued Customer\My Documents\My Pictures\SVX oil pump, stock[/IMG]
[IMG]C:\Documents and Settings\Valued Customer\My Documents\My Pictures\SVX oil pump, stock[/IMG] [IMG]C:\Documents and Settings\Valued Customer\My Documents\My Pictures\SVX oil pump, stock[/IMG] [IMG]C:\Documents and Settings\Valued Customer\My Documents\My Pictures\SVX oil pump, stock[/IMG] [IMG]C:\Documents and Settings\Valued Customer\My Documents\My Pictures\SVX oil pump, stock[/IMG] This MAY show up as pictures, or as just links to my "New Locker", or not.....
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www.svxfiles.com The first SuperCharged SVX, the first 4.44 gears, the first equal length headers, the first phenolic spacers, the first Class Glass fiberglass hood, the first with 4, 4.44s in his driveway Fiberglass Hood thread My locker 4.44 Swap link |
#60
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Re: Building a 10,000 rpm NA engine.
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I am guessing my bigass aluminum PWR radiator would be well enough suited to having a bigger outlet welded on?
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'94 Laguna Blue LSi ~159k.......JDM ultra short-geared 3.900 STi Version 7 6-speed w/ Cobb shortshifter, ECUtune 244,8.1mm/256,9.1mm i/e cams, group N motor mounts, '97 grille, JDM clear corners, Momo JDM Legacy GT steering wheel, apkarian's LED tails, silver STi BBS wheels, PWR radiator, redstuff pads f/r, drilled/slotted rotors, bontragerworks rsb #18, Koni/GC 450f/375r coilovers, Megan Racing adjustable lateral links, KMac c/c plates, Stebro exhaust, ECUtune 1v5, Optima battery in the trunk where it belongs. Turbo project '97 Ebony LSi ~137k #036.......Power mode mod, JDM clear corners, BBS wheels. AUX/pocket mod Now a mod "over there" ............Photo album |
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