Inline Pro Stage 1 kit with 5865B billet turbo. No restrictor on the feed line. Motor is 100% stock for now unless someone bad happens.

Did a leakdown test today

1 - 25 %
2 - 36 %
3 - 17 %
4 - 8 %

1 and 2 are definitely the strongest. What I should have done was did a leakdown/compression test before I turbo'd it, then I wouldnt be worrying about what it was or wasn't.

I called inline pro again today and they said to definitely run the provided restrictor due to high oil pressure. Im sure that some people have luck without them but not in this case I guess. The head is coming off on tuesday to have the ILP headgasket put it since I want 450-500hp.

 

and where was it leaking from? valves? rings?

since your pulling the head anyways, deal with the bad leakdown also.

 

I think your timing down low is way too agressive at the boost hit. From what I know, this is not safe at all.

 

[QUOTE=camuman,May 14 2010, 01:56 PM] i run 18 degrees peak at 8500 rpm on 10#. i dont think his timing numbers are crazy.

 

Well i changed the timing map today to give a little safety. It starts at 14 deg, then once past MBT, moving towards 16 deg at 7500-9000.

The leaking was from the rings. You could feel the air coming out of the valve cover port/pcv.

 

My question is this. From the test shown above and symptoms, should I move forth with the 3mm headgasket install and tune? I dont want to take off the head and then find out i need a bottom end rebuild because im moving in 3 weeks.

 

Granted the test shows that cyl 1 and 2 are weak, its still within the GREEN zone safe range. I dont that motors should stay in the 10% range but I dont see too many of those at 79K miles. The car does NOT smoke under boost or any time at that. Because of the turbo it will smoke at idle like once in a great while but thats it.

I need opinions on whether I should continue the HG install and tune for the 450 number.

 

I think Id lower the initial hit timing down to about 10 deg and work up to 16-17 deg at about 8000 rpm but its really hard to judge without it being on a dyno. I do think this would be safer though. It sounds like you may have scored a cylinder wall and possibly cooked some rings from the timing but I dont know for sure.

As for going for 450 whp, I would leave the head on where it stands and take it to the dyno and get it tuned up to around 450 whp. The stock compression has been proven to be just fine at those power levels safely.

 

Not with pump gas and this log manifold. I would have to run meth injection or race gas to hit that number, but should I even do this is the question.

The initial "hit" is right around where I have vtec enabled at 5400 rpms. It starts to build about 4-5 lbs at 3-4K rpms, and then when vtec hits it builds to 7-8. The only part where timing really needs to stay lower is around the 5-6K rpm range (mbt) but of course thats only a guess since Im not on a dyno.

Someone has a complete AP2 motor for me if I wanna go that route but damn.

 

I would check your compression test with inline pro but I would think its should be OK. I would also consider using the 3mm HG or meth and you should be able to get real close to your goal of 450hp+ with you set up. I have one very similar just a little bigger turbo and bigger housing. I want to take my car over to inline to see what kind of numbers it puts down on a dyno jet just for fun.

I have been very happy now that I got my kit working (I had a bad ground and a couple other stupid things happen), the journal turbos can have seal problems with out the proper restrictor.

It also seems your in need of some proper tuning you need to move your vtec up to above 6k so between 6-6,5k. Based on what I learn keep it as low as possible while keeping your power smooth but 5400 is probably too low.

Below is a copy of my dynop for refernace, the Dyno Dynamics read pretty low and has no correction factor, usally add around 10% to compare to a dyno jet and close to 15% to compare to a dyno pack. Good luck there is always something.