800whp STi build (with PTE 6466)

[DOMO]

Let's start from the beginning, but let's keep in short and to the point. Bought the car stock (minus a Cobb down pipe) in December of 2010. Slapped a Perrin GT35R kit and supporting mods on in October 2011. Car put down 511whp/458wtq @25psi. I drove it like that for a while, had lots of fun, car made a reputation for itself around these parts as the "650hp STi" :lol:. But, as I knew would happen, I started craving more power. So, a few months back, I started researching new turbos. Bigger turbos . I fell upon the new dual ball-bearing Precision 6466 with the ported compressor cover, new CEA wheel, and 1.15 a/r hotside. From testing, others found that this turbo put down the same power as the larger 6766, but spooled about the same as the smaller and more common 6266. At this point, I set my goal for 600whp on 93 and meth. Junior (tuner) says that this will certainly be doable. He also estimated a low-10 second quarter mile with a good driver, and as long as I swap out my tranny for one of the newer longer geared trannys (or rebuild it with longer gears).

I'll get to the 800whp part in a bit.

But first, here's a summary of my previous 35R build:

• Garret GT35R .82 a/r
• TIAL V-band housing
• TIAL 44mm EWG (VTA)
• 2008 STi shortblock
• 2008 STi nitrated crank
• Cylinders over-bored to 100mm
• 100mm Wiseco pistons
• Eagle H-beam rods
• ACL Race bearings
• ARP head studs
• Port and polished D25 heads
• GSC S2 272 cams
• Custom Kale's Custom twin-scroll uppipe
• Custom Kale's Custom Perrin downpipe
• Custom Kale's Custom twin-scroll headers
• Invidia N1 Race
• Deatschwerks 850cc injectors
• Deatschwerks 300lph
• Perrin FMIC
• Perrin SR intake
• AEM water/methanol injection
• Perrin blow-through MAF tube
• TGV deletes
• Clutch Masters Stage 4 6-puck clutch
• ACT Prolite flywheel
• Kartboy short throw shifter
• Kartboy rear shifter bushings
• Kartboy front shifter bushings
• BC Racing BR coil overs

My buddy Same (some of you may know him) with the 35R:

 

[IGOTASTi]

I'm speechless!

 

[Td_d]

Love the size of the 35R...

 

[HolyCrapItsFast]

Subscribed for more!

 

[Evo_Fucking_STi]

You really think that a 300lph and 800cc injectors are enought to get teh power you are wanting? That seems like a long shot to me.

 

[Grinder34]

well his dyno does say 515 hp, but he also said 850cc...

 

[HolyCrapItsFast]

This isn't his 800 hp build though. He says those details are yet to come :tup:

 

[DOMO]

You really think that a 300lph and 800cc injectors are enought to get teh power you are wanting? That seems like a long shot to me.

This isn't his 800 hp build though. He says those details are yet to come :tup:

Yessir! In the process of posting everything else now. Had to wait for the Admin to approve the first post.

Ah. That makes much more sense.

However, there is a discrepancy of boost on the dyno sheet. It only shows 23 psi. That may be because of the older MAP sensor.

And the craptastic blow-through MAF :|

 

[DOMO]

Then, came the new turbo.

As previously described, I picked up a brand new dual beall-bearing PTE 6466 with the 1.15 a/r, ported compressor cover, and new CEA wheel. Why such a large hotside, you ask? The 35R's .82 hotside died down a bit on the top end. I wanted something with crazy top-end power. So, 1.15 it was .

At this point, I started talking with Joey Kale of Kale's Custom about just what we wanted to do with this new build. Joey's a great guy, and is a guru when it comes to Subarus. He did all of the work on my last build, and did so amazingly. Anyway, at that time, we decided that we were going to flip the intake mani, design a new intercooler setup based off of his grill-mount FMIC setup, fab up a new up pipe for the new divided T4 housing, fab up some new intercooler piping, new down pipe, and new injectors, and to powder coat everything, seeing as the engine bay needed to be brightened up a bit . We also decided that we were going to do a full dual wastegate twin-scroll setup.

Over the next couple months, I purchased a few other parts that I thought would be good/fun to have, in addition to the wastegates. I picked up a set of Stoptech Power Slot slotted rotors, Hawk HPS ferro-carbon pads, Eibach front and rear 25mm sway bars, Cusco adjustable front strut bar, and an Aquamist HFS-6 water/methanol injection kit. We have no E85 here, so methanol is the next best thing. With a high-power build like this, I wanted something with oodles of failsafes, which the AEM didn't have. So, Aquamist it was. I had also been eyeing the AEM EMS Series 2 for a while (antilag is a good thing to have in a drag car ), so I picked up one of those as well.

AEM EMS Series 2:

Dual TIAL 38mm V-band wastegates:

All of the recently purchased parts stuffed into the car on the way to Joey's:

 

[DOMO]

So, while the car was at Joey's, we started thinking into more details of the build. What size injectors, what size intercooler core, what brand, how exactly he was going to run the new intercooler pipes, new placement for the turbo (because it's too big to fit where the 35R did), new radiator (stock one not efficient enough for this power lever) etc.

We decided on a full Bosch fuel system: Bosch 2000cc EV14 injectors (from my tuner Junior), and twin Bosch 044 fuel pumps with a surge tank fed by a DeatschWerks 300lph. Then we decided to do new custom fuel rails from Joey, and obviously new fuel lines.

We just barely got the intercooler core situation figured out. We were originally going to get a specific size of Garret core rated for 750hp. However, after contacting Garret, we found out that this specific core had been out of production for years, and that if we wanted it, we would need to wait 6 months for them to put it back into production for us. So, no go on that. Then we started looking at GReddy cores, as they're the ones who supply Vermont SportsCar with the cores for their rally cars. We gave them a call, explained our power requirements for the core (which they were baffled by ), and they said they would call main Japan factory and see what they had. We just barely heard back from them a couple days ago, and apparently they only have two cores in stock: an 800hp core and a 500hp core. Well, we would need the 800hp core. However, guess how much it costs, just for a core? $1,600. Joey gets a 30% discount from them, so that would come out to a little over $1,300, which is still ridiculous.

We decided to go with a Koyorad racing radiator, which came in a couple weeks ago.


So, we went back to Garret, and upon further investigation, found a core that fit our dimension and power requirements, for $300. Garret and Precision make some of the best a2a cores, so I'm ok with that.

Why do we have these specific dimension requirements you ask? Well, we're doing a custom grill-mount intercooler setup of Joey's design, and the core needs to be of a specific size for him to fab the endtanks the way we want.

Manifold rotated, rough turbo location, fuel rails in:

Rough radiator setup:

Koyorad in, rough intercooler comparison (not the one we're using, but similar design):

 

[DOMO]

Methanol in:

Rotors in:

All stripped down:

 

[DOMO]

So, some of you have were thinking, "Wait, the title says 800whp, but he just said in the first post that he was shooting for 600whp". Well, I was, and still am. However, I knew that 600whp is nothing for this turbo. I've seen this turbo make almost 900whp @38psi on E85 on an Evo. Even I'm not crazy enough to run 800whp on this current build. So, for the time being, we're going to run a conservative tune at 600whp. Then, I decided that over the winter, we're going to completely rebuild the motor. I'm talking Darton sleeves, Pauter rods, fully built heads, custom cams, the works. The motor is built now, but not to handle 800whp.

So, I talked with Junior, and asked if this was doable with some E85 or C16, and he said absolutely. I started researching exactly what's going to be going into this new motor. I consulted with Junior, Kale, and the internet as a whole, and this is what we've come up with:

• Darton sleeves (sleeved by the machinist who sleeved Vermont SportsCar's blocks (the shop that built Travis Pastrana's rally car))
• Pauter X-beam rods
• ACL rod and main bearings
• Wiseco pistons
• Port and polished heads (Again, done by the Vermont SportsCar machinist)
• Some high-lift drag cams. Not quite sure yet. I was looking at the Kelford R-199-D 280's, however, Jr recommends either GSC S3's, or to talk to P&L about their custom cams
• Ferrea Competition Plus valves (stock size, at Jr's recommendation)
• Ferrea "Drag Racing" dual valve spring/retainers/seats

As far as the rest of the build goes (turbo, fueling, etc.). We've already covered this, but just to compile it into an easy-to-read list, and in case I've forgotten anything, because I'm ADD and stuff oh look a butterfly

• DBB PTE 6466 Divided T4 1.15 a/r (with a full twin-scroll setup)
• Custom T4 twin-scroll up pipe
• Custom downpipe
• Dual TIAL 38mm V-band EWG setup
• Custom FMIC setup with Garret core
• Custom FMIC piping (duh)
• Dual in-tank Bosch 044 pumps
• Surge tank fed by a DeatschWerks 300lph
• Bosch 2000cc EV14 injectors
• Custom fuel rails
• Custom fuel lines
• Rotated intake mani (either swapping this out for the Cosworth mani, or making our own)
• Koyorad radiator with some nice fans
• AEM EMS Series 2
• Aquamist HFS-6 water/methanol injection. However, we'll be using E85/C16 for the 800whp map
• Speed density (with AEM 5 bar MAP sensor and AEM IAT sensor)

Also, as I mentioned earlier, I do plan on either swapping out the tranny with an '07 STI tranny ,or rebuilding the tranny for longer gears. Odds are, we will rebuild it with the Rallispec RST-F145 High Speed 2nd-6th Ratio Conversion gear set.

 

[DOMO]

October 19th, 2012:

Divided T4 twin-scroll up pipe got finished up last week, intercooler core came in, and we figured out what we're doing for the intake system, which is going to be a velocity stack with a filter. We also talked a bit about the core placement in the bumper. Originally, we were thinking about mounting it in the grille, but now it's probably going to be in the standard spot in the bumper, maybe peaking over a bit into the bottom of the grille.

 

[DOMO]

 

[DOMO]

And of course, a German Shepherd named Cali that I just had fabbed up!

 

[DOMO]

October 24th, 2012:

Materials for dumptubes and intercooler pipes came in today, and the injectors should be here by Friday from Jr!

Up pipe is in!

Downpipe all fabbed up! It's gonna be a tight squeeze

Wastegates mounted up

Obnoxiously vented to the atmosphere, of course

Turbo and downpipe on

 

[DOMO]

October 26th, 2012:

Bosch 2000cc EV14 injectors just came in, courtesy of Jr Tuned! The connector is in an awkward spot, so we're gonna have to modify the rails a bit to get them to fit, but we'll make it work!

 

[DOMO]

Talked to Joey yesterday, and he said he had the new bumper beam all fabbed up. I'm in Vegas for SEMA right now, but the car should be done sometime next week! :tup:

 

[HolyCrapItsFast]

I see you are running the AEM series 2. Nice! If you need I can probably give you a few pointers as I have been tuning with the series 2 for some time now. I have the drivability down very well now. But I'm sure your tuner is very capable from what I am reading so far.

In hind sight it probably would have been prudent just to stay with the stock ECU though. It is no longer restricted by things like SD or other limitations. With the advent of Cobb's new SD logic and the Open Source Community stepping up to the plate with their own version the stock ECU is now the best choice for any application from street to full out race car! IMHO :tup:

 

[DOMO]

I see you are running the AEM series 2. Nice! If you need I can probably give you a few pointers as I have been tuning with the series 2 for some time now. I have the drivability down very well now. But I'm sure your tuner is very capable from what I am reading so far.

In hind sight it probably would have been prudent just to stay with the stock ECU though. It is no longer restricted by things like SD or other limitations. With the advent of Cobb's new SD logic and the Open Source Community stepping up to the plate with their own version the stock ECU is now the best choice for any application from street to full out race car! IMHO :tup:

Thanks! Jr is very capable with the EMS, but I'll be sure to let you know if I have any questions of my own!

I got the EMS for the antilag capabilities. This car is built for drag racing, with a large turbo and hotside, so the antilag is a good thing to have with that slow spool The AP would have definitely been my next choice if I only wanted the SD! Almost a third of the price