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  1. #51
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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 havenít driven the car or heard itís 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 🙂
    086AA9CE-9328-43E7-A18E-0AF31A2E79F8.jpg 91817794-7756-4BCF-BA72-A49D2EF8F133.jpg
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  2. #52
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    Default Rev.2

    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
    118569706_729537471228848_503224793434443663_n.jpg
    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
    118556181_428868644740593_1964815411138855244_n.jpg
    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
    JPEG image.jpg

    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.
    Last edited by kunev; 14-09-20 at 07:23.
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  3. #53
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    Default More about Rev.2

    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.
    118770850_3239684209478987_6039313150619513578_n.jpg 118783100_1249099828817408_9031418312688278558_n.jpg

    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
    yellow_halogen.jpg
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  4. #54
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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.

  5. #55
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    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.
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  6. #56
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    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.

  7. #57
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    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.
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  8. #58
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    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.

  9. #59
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    Default New season, new setup

    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

    JPEG image 2.jpg JPEG image 5.jpg JPEG image 6.jpg JPEG image 8.jpg JPEG image 9.jpg JPEG image 10.jpg JPEG image 11.jpg JPEG image 12.jpg JPEG image 13.jpg
    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.
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

  10. #60
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    This is huge. 👍
    Do you have any video of the car with efr7163?

  11. #61
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    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
    One performance car is not enough ...
    Alfa Romeo GTV 2.0 V6 TB Q2

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