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S15 slow street build

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Hi everybody,
I've been on here for a while now (since 2009 or so), never started a build thread for my 15 as it was proceeding very slow due to lack of funds and university duties.
Now I thought it was well time I started my own build thread, so here we go :)

Car's specs as I got it:

ps13 t25g turbo
6speed specR gearbox
tein ss coilovers
xspower fmic/pipes
aftermarket head gasket
Stainless manifold
one piece turbo elbow and downpipe
ksport front 8pot/330 mm brakes, rear stock
ebc redstuff brake pads up front, ferodo ds2500 rear
hks fcd and apexi afc neo 3 fuel controller
"IncredibleCrapPowa" rims
everything else stock apart from some jasma exhaust and arc gauges, and I think it might have uprated pistons (at least the prev owner said so :D )

So firstly a magnaflow road legal (only homologated exhaust allowed here) complete exhaust system with a magnaflow catalyzer went on.
 
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...then the t25g was replaced with a td06sl2/18g from kando dynamics



at first I was skeptical about this turbocharger, but after seeing it in the flesh I was completely fond

the quality is superb, from the v-bands to the wheels, and the overall assembling is finely done.



Got a Zero1000 top fuel billet oil catch tank, which in my opinion looks awesome



After some minor boost leak i found my hks ssqv was vell worn out, so I replaced it with an hks sqvII black limited (mostly for the looks of it :D ) and in the same time I fitted the garage defend replica CF cooling panel from s15oc group buy (thanks craig :thumbs:) and painted ic pipes satin black as i just don't like the chrome :D



sorry about turbozilla being too awesome to even look at, but I didn't have any other picture to show :D :D :D
 
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Last summer the XTD clutch that was fitted as soon as i got the car decided to die and kill the gearbox, so i got another one from craig8585 on here, and bought a replacement disk for the os giken super single that came with the car.
Too bad the guy that fitted everything back in, which claims to be a maximum expert in tuning imports, didn't fit the central bushing on the flywheel, so after a few months I ended up with a broken 5th gear and synchro coupler.

I actually felt something was completely wrong with the box, and before it broke, thinking it was the clutch again, i had already bought a Driftworks 6speed specific flywheel and an exedy organic clutch kit, so I just had to order a new 5th gear, synchro coupler and synchro rings...

the Dw fly looks awesome, plus is just as thick as the dual mass one


you can actually see it's made out of a billet unit then machined out and not simply cast and balanced like some other ebay crap... thumbs up for the DW team :thumbs:

genuine nissan goodies straight from Japan :cool:


So with the gearbox rebuilt, fresh motul gear300 oil and fly/clutch ready to go in, I found (with my new mechanic) that the os giken flywheel bolts are 5/10mm shorter than stock ones, so only 2 or 3 bolt threads are coming out from the flywheel. After a bit of research i ended up ordering new genuine nissan flywheel bolts for dual mass fly straight from nissan japan, as here in Italy it appears nobody is selling 10.9 grade M10x30/35 pitch 1.00 bolts (you can only get them in quantities like 1000+)
 
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EXTERIOR

Got a set of oem foglights which went on along with some black grilles ...and yes, that super-handsome guy dealing with electrical wires behind the bumper is me


I love the OEM look :smitten:



As everybody knows, at some point in our life Rims happen... you just can't help :D

So I got myself a set of advan model 5 replicas for a complete bargain, got them powdercoated in gunmetal and slapped them on right away








And some bonus sticker loving...





It's good for you
 
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Engine/performance

Got an uego wideband with the analog face (the one with fancy lights just doesn't fit me) along with a greddy e-manage ultimate ecu.


Of course the z32 maf was needed :D

Now regarding this particular ECU choice I actually bought it since it was the only one which I could have tuned by myself (I didn't have access to a tuner at the time) using the a/f target map and a couple other very helpful features such as injectors size and lag time auto trimming. Also despite being a piggyback ecu it has the same fetures of some of the most known standalones like the power fc, and after seeing it shining in the D1GP trust s15 dashboard, I decided to give it a go.

When I finally found a very good tuner that's worth the name I decided to trash the distributor and convert the car electronics to full specR including cas, coilpacks, ecu and engine loom, so he could be more confident in tuning the car to a good level, instead of just trying to make it work :wack:

Late this summer I managed to get a used set of nismo 555's in mint condition off a buddy on sxoc , which assured me the injectors were used just for tuning and a track day before his s14 was broken for parts.

...Deatschwerks DW200 Fuel pump.




so once I'll find a replacement suel sock (the one included in the fitting kit is way too short) my fuel setup will be finally ready for tuning
 
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The alloys in gun metal grey are stunning. Great choice.
and a thumbs up for the OEM Fogs.:thumbs:

I'm not a fan of the sticker bombing though, Seen it to many times in my VW Ownership.

But otherwise I love the car, Blue is of the best colours for the silvia.
Look forward to seeing more :D
 
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Thanks mate, I'm glad you like it ;)

Anyway I was thinking about upgrading the turbocharger compressor wheel to a 60-1 unit along with a 3" anti-surge housing
actually this one

http://www.ebay.it/itm/Mitsubishi-3...=AU_Car_Parts_Accessories&hash=item416f6f9ecc

the wheel itself should flow enough to support over 500hp, but I tought that the t25 turbine housing shouldn't go over 400-420??
The good thing about this wheel is that at 15psi its at around 79% efficiency and 340-350 bhp , but with a lower pressure compared to the 18g wheel, which should be used at above 22-23 psi to see those power figures..
How does it sound to you guys? is it complete bulls**t or will it actually reach the 340-350bhp mark while keeping absolute engine pressure lower than the 18g?
Cheers
 
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Flywheel bolts arrived



I'm away from home for university duties and won't be back until end of Feb. Then I'll be probably have a chat with the tuner to get fuel setup+ecu+ loom+ vvt on and to book the dyno for tuning...

I'm still thinking about whether to upgrade the compressor wheel to garrett 60-1 before having it tuned, or just leave it "as is" for now and upgrade in the future with some further trimming...thoughts?
 
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So, went on and did a bit further research on the 18g vs 60-1 comp wheel and I found this on aussie wrx forum:


Turbo Flow Rates @ 14.7 PSI
Stock Turbo 360 CFM at 14.7 PSI
IHI VF 25 370 CFM at 14.7 PSI <--- estimated
IHI VF 26 390 CFM at 14.7 PSI <--- estimated
T3 60 trim 400 CFM at 14.7 PSI
IHI VF 27 400 CFM at 14.7 PSI <--- estimated
IHI VF 24/28/29 410 CFM at 14.7 PSI <--- estimated
========= 422 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
IHI VF 23 423 CFM at 14.7 PSI
FP STOCK HYBRID 430 CFM at 14.7 PSI <--- derived from HP potential listed on web
IHI VF-30 435 CFM at 14.7 PSI <--- estimated
SR 30 435 CFM at 14.7 PSI
IHI VF-22 440 CFM at 14.7 PSI <--- refigured
T04E 40 trim 460 CFM at 14.7 PSI
========= 464 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 rpm =======
PE1818 490 CFM at 14.7 PSI <--- estimated from max flow numbers
Small 16G 505 CFM at 14.7 PSI
ION Spec (stg 0) 525 CFM at 14.7 PSI <--- per vendor post 12-27-2002
========= 526 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.0 (14.7 PSI) 7000 RPM =======
Large 16G 550 CFM at 14.7 PSI
SR 40 595 CFM at 14.7 PSI
18G 600 CFM at 14.7 PSI
PE 1820 630 CFM at 14.7 PSI <--- estimated from max flow numbers
20G 650 CFM at 14.7 PSI
SR 50 710 CFM at 14.7 PSI
GT-30 725 CFM at 14.7 PSI
60-1 725 CFM at 14.7 PSI
GT-35R 820 CFM at 14.7 PSI
T72 920 CFM at 14.7 PSI <--- Note you would have to spin a 2.0 L
engine at about 14,000 rpm to flow this much air.


Turbo Flow Rates @ 18-22 PSI
IHI VF 25 395 CFM at 18 PSI <--- estimated
IHI VF 26 400 CFM at 18 PSI <--- estimated
T3 60 trim 410 CFM at 20 PSI
IHI VF 27 420 CFM at 18 PSI <--- estimated
IHI VF 24/28/29 425 CFM at 18 PSI <--- estimated
IHI VF 23 430 CFM at 18 PSI <--- estimated
IHI VF-30 460 CFM at 18.0 PSI <--- estimate based on trap speeds of cars running this turbo
AVO 320HP 465 CFM at 17.5 PSI
T04E 40 trim 465 CFM at 22 PSI
FP STOCK HYBRID 490 CFM at 18.0 PSI
IHI VF-22 490 CFM at 18.0 PSI <--- refigured
SR 30 490 CFM at 22 PSI
Small 16G 490 CFM at 22 PSI
ION Spec (stg 0) 500 CFM at 19 PSI <--- per vendor post 12-27-2002
PE1818 515 CFM at 22 PSI <--- estimated from manufactures rated max power
Large 16G 520 CFM at 22 PSI <--- upgraded flow some on review of compressor map
========= 526 CFM max flow for a 2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======

========= 578 CFM max flow for a 2.2 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT2835 400 hp 580 CFM at 22 PSI
MRT 400 580 CFM at 16 PSI <--- added
AVO 400HP 580 CFM at 17.5 PSI
MRT 450 650 CFM at 19 PSI <--- added
AVO 450HP 650 CFM at 20.0 PSI
SR 40 650 CFM at 22 PSI <--- added, got lost some how in editing
========= 658 CFM max flow for a 2.5 Liter at .85 VE pressure ratio 2.5 (22 PSI) 7000 rpm =======
HKS GT3037 460 hp 670 CFM at 22 PSI
PE 1820 680 CFM at 22 PSI <--- estimated from manufactures rated max power
20G 695 CFM at 20.0 PSI <--- added
HKS GT3040 490 hp 710 CFM at 22 PSI
AVO 500HP 725 CFM at 23.0 PSI
SR 50 770 CFM at 22 PSI
GT-30 790 CFM at 22 PSI
60-1 800 CFM at 22 PSI
HKS GT3240 570 hp 830 CFM at 22 PSI
GT-35R 880 CFM at 22 PSI
T72 1000 CFM at 22 PSI <--- note you would have to run a 2.0 L engine
at >40 PSI boost to flow this much air

Conversions used where I had control over conversion factors:
1 HP approx equals 1.45 CFM
1 CFM approx equals 0.0745 lb of air/min
0.108 Lb/min approx equals 1 hp
1 Meter cubed/sec = 35.314 CFS = 2118.867 CFM
1 KG/sec = 132 lbs/min approx equals 1771.812 CFM

power coversions:
1 PS = 0.9859 HP = 75 Kgf m/sec
1.3405 HP = 1 KW
1 HP = 746 watts

source: http://forums.nasioc.com/forums/showthr ... did=278517





So @14.7 psi (= 1.0 bar here in the place where people drive on the wrong side of the road :p) the 60-1 CFM is 725 = 54.01 lb/min and the 18g is 600= 44.7 lb/min and the difference between the two is 125 CFM=9.31 lbs/min

also found this:



comparing the two wheels (considering the td06sl2 turbine) it seems like both have a range starting at around 200ish or so hp, with the 60-1 going all the way to 430, while the 18g stopping at 360-370...

From what I understand a turbocharger using the 18g wheel use more boost than one using the 60-1 comp wheel.

What i dont understand is: lets say we want 330 hp, is it correct to assume the 18g would want to see a good bost level (might be in the 1.2-1.4 bar range) while the 60-1 might still be under 1.0 bar? Or might it be that the 60-1 will turn into a very expensive hair-dryer with few to no benefits for power figures this low?
 
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tooley

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I'm looking at these kingugawa turbos to. A mate often has an 18g on his s15 which is 370-400 range and it bloody shifts and the lag is not to bad.

nice build by the way.
 
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Thanks for the info James :thumbs: I wrote you on fb as per the touge automotive zilla t-shirt ;)
 

tooley

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Ahh that was you!!! I don't know Gareth won't tell me lol. He won't even tell me what wrap he has done for my car lol it's all a surprise ;)
 
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So, swapped the vtc sprocket for a nearly new one..car is finally quiet now.
Moreover I'm getting a nistune type4 board as the tuning shop has access to boards, software, etc, and it's very good at tuning nistunes, so putting up for sale my greddy emanage ecu and the os giken super single clutch to pay for the board and tuning session
 
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