club.liberty.asn.au

Stage 4 Mods – Engine Rebuild – With Dyno..

Haven’t been on here in awhile due to work and car being in shop for last four months, I thought instead of complaining about it at every possible opportunity, I would lay low for a while.. So I finally have Liberty back and fully operational with Stage 4 mods added.. It took a many months but it is definitely worth the wait in the end.. Had some issues shortly after final tune with check engine warning lights coming on, initially though it was faulty MAF sensor, but pulled intercooler off and found a lose vacuum hose.. It goes incredibly fast now though.. Turbo kicks in earlier, more torque down low.. Can’t wait to get it back out on the track..

Stock – 130kW ATW

Stage 1 - (+25kW) 155kW ATW
EcuTek Tune

Stage 2 - (+50kW) 180kW ATW
MRT Front Dump Pipe and Centre Section (Retains Rear STi Mufflers)
MRT / Hyperflow TMIC (new Cross Flow Design)
Hyperflow Cold Air Intake with k&N Pod Air Filter
EcuTek Re-Tune

Re-tune a few months later - 188kW ATW

Miscellaneous -
EBC Turbo Grooved Disc Rotors
TEIN Coilovers
Whiteline Front & Rear Adjustable Heavy Duty Sway Bars
Some other suspension work.. Something to do with realigning the horizontal geometry of the suspension once lowered..
Kahn 19’s Wheels

STAGE 3 - (+85kW) 215kW ATW
Turbo GTPS02TM (TD05 20G)
High Flow Fuel Pump
GT Spec Headers
Fuel Pressure Regulator
Genuine SSR Type F Forged Wheels - 18x8.0 +48 - 7.6kg / wheel
EcuTek Re-Tune


STAGE 4 (+100kW) 230kW & 700Nm ATW @ 23PSI
(Motor built for up to 270 kw @ wheels for maximum reliability)
EJ257 STi turbo brand new OEM engine block
Ported & Polished 2006 STi Heads
Billet steel conrods
CP forged pistons, gudgeon pins, c-clips (99.5mm)
Chrome piston rings
Crankshaft bearings
Conrod bearings
MLS head gaskets
Balanced crankshaft (79mm)
Compression ratio (about 8:1)
Blue printed crankshaft oil clearances
ARP 11mm head stud kit

I might look at better flowing muffler in the not too distant future, I definitely want to keep the quad tip style and I am not keen on too much noise, might also look into silicon intake hoses and whatnot.. Other than that I think I am done for a while..

GOLLY

must be a hell of a lot of fun?!?!

700NM.....oh my

Bloody awesome!!!

Bloody hell mate...

adam wrote:GOLLY

must be a hell of a lot of fun?!?!

Yeah I have only had it back fully operational a few days, so I am yet to really see what it can do.. and probably won’t really get the chance until take it to the track (with some decent semi slicks).. but so far it goes pretty crazy. Next weekend I will go for a cruise out the hinterland to open her up a bit..

beast.

what sort of $$$ have you invested in your upgrades?

I'm considering an upgrade but I guess cant spare too much so what would you recommend I do first? A ECUtek ? I have the same car as you but in wagon.

mmmmmm

i like the sound of this !!

Leo

Awesome! I am looking to do up to stage 3 only with 2.5lt fingers crossed I get similar results!

Yeah nice dyno run. Same where mine is at my, Avo 450 won't make anymore power bit of a waste for the engine that I have but hey that's life. Will be selling my Turbo and getting a bigger one.

FYI there is no difference between single and twin exhaust.

mikee wrote:what sort of $$$ have you invested in your upgrades?

I'm considering an upgrade but I guess cant spare too much so what would you recommend I do first? A ECUtek ? I have the same car as you but in wagon.

The key is to do your research and find a good tuner & mechanic that you can trust and have long chats with them (have long chats with as many as you can).. There are a few different tuning options around, and EcuTek is not the cheapest, but in the long run I am more than happy with my decision to go down that path.. If you are keen to go moderate with the spending, initially I would focus on bang for buck mods.. Small simple things like cold air intake. Also go back and read a heap of old threads on this forum, they will give you a lot of ideas and you will be a lot more knowledgeable when you have chats to tuner & mechanic.

I am not sure how much I have spent in total, I lost track of the receipts last year sometime, I might have to ask my tuner to send me copies of them all again, just for my reference.. When I get them I send you a PM and let you know some of the prices and performance improvements each made as most of the mods were incorporated separately over time.

SillySora wrote:Yeah nice dyno run. Same where mine is at my, Avo 450 won't make anymore power bit of a waste for the engine that I have but hey that's life. Will be selling my Turbo and getting a bigger one.

FYI there is no difference between single and twin exhaust.

I would rather have an engine that can handle 270kW but makes 230kW, than an engine built for 230kW pushing out 270kW.. Reliability.. reliability.. reliability is the key here.. My car is a daily driver with the occasional track day, I want to push it as hard as I like when I like without have to worry about breaking it.. And yes there is always is the option of upgrading the turbo whenever you feel the need.. I am not looking for massive high end power though, I want drivability on the road & reliability.. So I am more than happy.. For the moment.. My tuner said he can tweak the curve a bit more to get around 240kW, maybe with a better flowing muffler & silicon hoses it may go even higher.. But for now I am just going to enjoy it for a while.. I am not even sure I will ever go to a FMIC, I don't want to push the power curve up another 400RPM or so..

Very nice looking curve there Adam.

Do you have any idea what the combustion temps are?

Not that I fully understand "tractive effort" but I'm pretty sure you don't just divide by 10 to get torque figures.

Can anyone here actually do the physics and the maths to get 7000N tractive effort to torque?

Impressive power regardless

You are right in your suspicions. In the end though it is the tractive effort which matters, not torque at the flywheel (which is really only any use as a guide to how much tractive effort the car can produce anyway)

As to numbers for numbers' sakes, I'd put atw power at 210kw at the speed where max tractive effort is achieved (when torque will also be at its max), and that speed at around 4200rpm. Thus torque (reduced from flywheel torque by the same ratio as power at the wheels) is in the region of 477Nm. This is really a worthless figure IMO.

Short of putting the engine on an engine dyno the figure that is most useful is tractive effort. I'd go so far as to say that if the car has been on a chassis dyno tractive effort is more use than flywheel torque anyway. Seeing a before dyno chart to get an idea of stock tractive effort will give you a much better idea of the gains in that area