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And finally the car came to me after almost 2 years and 11 months being at two places, where have been worked on it - JS Design for exhaust and ICI Design for basically almost everything. During this period I haven’t driven the car or heard it’s voice. And now with so much modifications and at such much higher performance level it is like owning a new car with which I have to get used to. And now some photos, this time from me 🙂
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Some corrections and changes have been made to the car after I have done some kilometres with it and collected some impressions of my basically new car, so will call this Rev.2 :) . The biggest and most important of all is on suspension and especially at the front side. It was very crashy and unforgiving at the front on our for sure not perfect roads and was really unpleasant to drive if the road is not good. I don't expect a comfort like a normal car, but that was too much.
So I decided to try something different and was ordered front BC Racing BR coilovers for Fiat Coupe turbo with standard spring rates of 6kg/mm
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These have also benefit of adjustable damping in 30 positions by knobs at the top, so some tuning is possible at any time.
An opportunity occur to buy slightly used rear dampers from same BR kit for Fiat Coupe turbo and get them
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They are also adjustable in 30 positions as the front ones and will be better match for custom stiff GAZ springs as H&R dampers was really soft and they are produced for different model in the first place (155 V6)
Right now they are set at 5 clicks from hardest setting and now the car feel better for sure, it is stiff, but not so crashy at front so I can say that I'm happy with this move :).
Other things, which have been touched are not so big, but still add to the total effect of better car :)
And as a final touch, changing of toggle switches with bigger and stronger ones
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The car now is a very serious machine and a blast to drive. The acceleration is like a rocket to me and you feel and hear everything unlike new cars, which adds to the drama. That tyre size 215/40-R17 is practically the maximum 17" for this car in my opinion and even with soft semi-slicks traction is not always there, so have to be careful.
A little more info about small things in "Rev.2", which I just mentioned in previous post:
- front bonnet struts was replaced with new Magneti Mareli items, which I sourced as older ones weren't doing their job anymore;
- adjustments to ECU tune for light load areas;
- adjustment to idle control valve. Also a new not-original valve have been bought, but appear that no issue with original one and it is better build also, so is not installed.
- changing of mounting of rear muffler with using of rubber exhaust mount used on other 155s on not only with 4 holes as previously left exhaust tip was touching and melting rear bumper;
- original compressor recirculating valve (CRV) on EFR turbo was replaced with replacement Turbosmart recirculating valve for these turbos and not only. It was replaced as a precaution, because it fails on another car with same turbo. It is louder than original one.
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Recently I have rearranged some auto parts and bring out one of them for a comparison picture only, don't plan to install them for now :)
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Hello, congratulations for your great project. May I ask you something? Why didn't you make it drive by wire? It deletes the idle valve and any malfunction of it.
Thank you :)
The ECU support drive-by-wire throttle control, but honestly haven't think much about it and considered it. Using the original throttle body and idle control valve was just straightforward approach, without modifications. But you have a good point here and I may consider it in the future. It have some benefits regarding engine control and protection especially in my opinion. For reliability and safety I have some doubts, but it is the standard in new cars now, so it should be reliable enough, but also they have spend a lot of time setting it up and testing to be like that I guess. The trickiest part of implementing such system will be with throttle pedal I guess. Setting it up in a good way will take some effort also I guess.
I really want to buy a standalone ECU in the future. I 've made some research about it and throttle petal isn't that difficult. You don't have even to change the petal! You can use a device that is found in some Acura Accord in USA or Peugeot 306 Hdi in Europe, that is a sensor that changes the cable throttle to dbw signal. Have a look:
https://www.ebay.co.uk/itm/FITS-PEUG...-/274201105473
So, you fit the engine end of the throttle cable on it, and a reliable e-throttle on your plenum. Check the list of throttles that are in the ecumaster wizard and it's an easy way to go.
In my opinion, is better to be kept original ECU, if the car is not seriously modified or a racing car.
There is different type of sensors and implementation in vehicles of course. I wouldn't go with replacement, not original part for such system and also would like to be as close to original implementation and fitment as possible. On the pictures, which I see, sensors are like integrated part with throttle pedal. Look like the sensor, which you showed is some older, 'hybrid' implementation.
Original ECUs are old and they get faulty. I think that in 2021 standalone ECUs are cheap and more reliable. They get tuned easily and have much more possibilities. Not that easy to get it working, but if you make it, it will be great.
Of course you know it, as you already have the emu black fitted.
Yes, the point for now aged original electronic is good and as years past will become more apparent. If using original ECU and some strange behaviors start to occur maybe is not a bad idea to be checked by specialist and likely to be changed some capacitors as they age, but have to be good one, as otherwise may be forced to buy another ECU. Yes, the progress in factory and aftermarket ECUs is very big in recent years.
The new season for this car has not started yet, but there is something big prepared for it already.
The idea for it appear in my mind for first time even before the car start to move with current setup I think. And during "Black Friday" people normally buy other type of goods, but that is for normal people :biggrin:
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Borg Warner EFR7670 T4 Twin Scroll 0.92A/R with internal wastegate
The difference in maximum compressor flow capacity as per map is not so big between this and EFR7163, but size wise and in advertised power rating by BW is significant. It is bigger than current EFR7163 T4 TS IWG in basically every aspect - compressor wheel, turbine wheel, turbine housing and A/R, center housing, length. It is part of bigger frame range B2 and 7163 is from smaller B1. As per wheels size and flow it is similar to Garrett GTX3576R. Currently the car is very fast and have good response for its power and practically on the road is not needed more and bigger turbo with corresponding shifting of power to the right. But when you go to power route generally always is strived for more and I'm also interested to try and see how will be with bigger turbo. From comparing drawings of both and what I can see in engine bay currently I expect this change to be quick with just some changes to the intake. Relative position of flanges on turbine side is the same from what I see and read so expect direct fit on exhaust manifold and downpipe. Also my plan is if I really don't like the car with it to be able to quick and easy return to current turbo, i.e. something don't fit new one and cannot be easily prepared/sourced to be made new for it and old to be kept. I expect lower backpressure and higher power at same boost levels, which is normal going to bigger turbo. And lower backpressure should be better for durability as less heat and pressure at 'exit' of engine.
This is huge. 👍
Do you have any video of the car with efr7163?
EFR turbos are generally big in size. They are much longer than others especially with internal wastegate. Their center section is longer than others, because of wider spread bearings and more complex sealing system.
I don't have a video, but here is one from car's builder and tuner -> https://www.youtube.com/watch?v=ILMDer4Oa-g
Recently I bought something very rare for Alfa Romeo 155, which complements other rare part, which I acquired some time ago and both have their story and influence in motorsport and in particular in BTCC.
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Silverstone/Formula rear spoiler lift kit
I bought this as old, little used, original kit and look to be such to me. I know that there is stainless steel replicas of it or even something similar, without even having original parts or dimensions, can be build locally, but for me is important to be original thing. It doesn’t look so nice and as factory on a car from pictures in my opinion and I don’t plan to use it for now, but I’m glad that now I’m having full original Silverstone/Formula kit consisting of front splitter, rear spoiler and lift kit, a part of the history of the model 🙂.
Here is a picture of a BTCC racing car with them
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And two articles about story of these spoilers:
https://medium.com/roadster-life/ben...s-43d7972ec413
https://www.google.com/amp/s/1990sbt...o-victory/amp/
The plan for power upgrade with bigger EFR7670 turbo is postponed for now. After long waiting of car’s tuner and mechanic to came my turn during winter, spring and after that and car continuing its winter hibernation in the garage, I just give up and decided to start the season and drive and enjoy the car. Engine oil was changed with same racing oil as before - Amsoil Dominator 15W-50. Here is some pictures from this summer.
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Any update?
Nothing special. Now the car is at winter hibernation mode.
There is an issue with popping-off of one intercooler pipe. Must be done some modification to pipe/s to hold better clamp/s. Intercooler pipes are fabricated from stainless steel on which have been done 3-4 point hits from inside to help with support of clamps, if you understand me. Clamps are T-bolt heavily tighten. On stainless steel pipes is not so easy to be made full bead roll as on aluminum ones.
Some modifications will be done to ECU. Vehicle speed and gear are not setup in ECU and I want to see them in the log :) . Also, look to me that there is a difference in AFR between steady driving in warm and hot weather, which must be addressed. Currently is used onboard 4bar MAP of ECU, but will be switched to separate MAP sensor just as precaution if it fail and to be easier for replacement (car's tuner sad that recently it failed on other car, which he have worked with same ECU). Probably will be used again 4bar sensor originally used on some VAG :D . Air-conditioner must check as no cold air from it. Maybe something else small also, we will see.
I have stalling and not starting issue with my other car from long time now and decided to not continue tries and errors of service shop to fix it and instead to be started a performance project with same tuner as on 155. Don't want to "pollute" this thread with details about other car.
So other car is main focus for this year and now don't think for other serious modification and more power for 155. I don't have other car than listed in my signature. And 155 is pretty fast at current state, static CR is 9:1 and even a little bit more and with WMI and high boost setting it is set at 2.1bar and estimated at around 550-560hp at engine (not in hot day, haven't been at actual dyno, just PerfExpert app and tuner's opinion). At lower settings it is also fast, so can honestly say that it is sufficiently powered especially for public roads, just greed for power arise from time to time :) .
And now for both cars I'm waiting same tuner for my turn to come and he work very very slowly.