EFR 9180 & Adaptronic flex fuel powered Shop FC3S
06-02-15, 11:06 AM
#1
EFR 9180 & Adaptronic flex fuel powered Shop FC3S
We just got this running again last night. It has been down all winter for a few upgrades.
We have a lot more in store since we only spend about 2 weeks on it, but it has;
Large Street Ported FC3S S4 Block
Our EFR IWG T4 9180 Turbo System
Adaptronic E440D wire in model with flex fuel control, and we are using the built in boost control software to control the OE BW EFR boost control solenoid. We are also using the engine protection features for coolant pressure, fuel pressure and lean out protection(AFR based).
IGN-1A coils in direct fire
Koyo N-FLOW, and Griffin based FMIC
4inch downpipe/midpipe to Apexi N1 catback
Walbro 400lph E85 pump, Aermotive race reg, parallel fuel system, ID2000s
ACT street strip clutch
We are going to heat shield the rest of the turbo system including the intank, add the SP800 surge tank from AI( ECU will stage the 2nd pump at 5psi). Maybe add the FFE crank trigger, PR oil pan, and make a custom undertray/front splitter.
We have a lot more in store since we only spend about 2 weeks on it, but it has;
Large Street Ported FC3S S4 Block
Our EFR IWG T4 9180 Turbo System
Adaptronic E440D wire in model with flex fuel control, and we are using the built in boost control software to control the OE BW EFR boost control solenoid. We are also using the engine protection features for coolant pressure, fuel pressure and lean out protection(AFR based).
IGN-1A coils in direct fire
Koyo N-FLOW, and Griffin based FMIC
4inch downpipe/midpipe to Apexi N1 catback
Walbro 400lph E85 pump, Aermotive race reg, parallel fuel system, ID2000s
ACT street strip clutch
We are going to heat shield the rest of the turbo system including the intank, add the SP800 surge tank from AI( ECU will stage the 2nd pump at 5psi). Maybe add the FFE crank trigger, PR oil pan, and make a custom undertray/front splitter.
06-02-15, 11:17 AM
#2
Very/purposefully nice.
I do have an observation/quibble though.
Seems like it would have been easier and ultimately, neater to change the inlet bung on the rad rather than make the snake tube for the upper hose.
Since that whole routing exists only to clear the no longer present airbox snorkel, it strikes me as weird.
Changing the bung would give you a straight shot to the thermostat cover too, so any ole generic hose/tube would work.
I do have an observation/quibble though.
Seems like it would have been easier and ultimately, neater to change the inlet bung on the rad rather than make the snake tube for the upper hose.
Since that whole routing exists only to clear the no longer present airbox snorkel, it strikes me as weird.
Changing the bung would give you a straight shot to the thermostat cover too, so any ole generic hose/tube would work.
06-02-15, 08:33 PM
#4
I do have an observation/quibble though.
Seems like it would have been easier and ultimately, neater to change the inlet bung on the rad rather than make the snake tube for the upper hose.
True, but my racing experiences tell me there is a whole lot to be said for stock fitting parts that can be refit with a quick substitute when the original meets an untimely end.
Bespoke parts are cool, but not so easy to swap out.
Seems like it would have been easier and ultimately, neater to change the inlet bung on the rad rather than make the snake tube for the upper hose.
True, but my racing experiences tell me there is a whole lot to be said for stock fitting parts that can be refit with a quick substitute when the original meets an untimely end.
Bespoke parts are cool, but not so easy to swap out.
06-02-15, 09:22 PM
#5
Man is that a hot engine bay! I'm curious to know what the car will make as far as power. I'm building an S4 TII block for the FB right now. Any way this car would make it out to C&C Saturday? I know Robert is planning on going with a group of other rotary guys. I'll hopefully make it but won't have a running rotary for a while yet. Beautiful engine bay all the same! 
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06-03-15, 08:48 AM
#8
This car will be at cars and coffee.
Air filter is directly under sheetmetal where TID ends.
Upper radiator hose was made when car was on oem radiator. Next time its out I will mod it. For now I just want to dyno it.
We will be adding our new FC electric water pump kit. Currently upgrading fuel system more. Just fitted more heatshields last night too.
Air filter is directly under sheetmetal where TID ends.
Upper radiator hose was made when car was on oem radiator. Next time its out I will mod it. For now I just want to dyno it.
We will be adding our new FC electric water pump kit. Currently upgrading fuel system more. Just fitted more heatshields last night too.
06-03-15, 04:20 PM
#10
It is an S4 block, I cannot remember if it has S5 irons. No dowels, or studs. Its even on OEM seals I think 
. Yes I am taking it slow, and cautious on the tune... Not only is the engine at higher than normal risk, but the turbine wheels cannot be changed in these EFRs..
Yes this is Greg's old FC, I do remember building the original block with him, but that was 10 years ago. I think hes probably freshened it up since then. When it blows, we will warm it up..
We had some fuel pressure issues, but they are now sorted out.. If it was not for the fuel pressure sensor connected to the ECU it would be awfully hard to detect or verify the issue was fixed...
15 ish psi pump, then E85. Then 20-25psi on E85 depending on the max the ID1000s/ID2000s and walrbo 450lph will flow...
. Yes I am taking it slow, and cautious on the tune... Not only is the engine at higher than normal risk, but the turbine wheels cannot be changed in these EFRs..Yes this is Greg's old FC, I do remember building the original block with him, but that was 10 years ago. I think hes probably freshened it up since then. When it blows, we will warm it up..
We had some fuel pressure issues, but they are now sorted out.. If it was not for the fuel pressure sensor connected to the ECU it would be awfully hard to detect or verify the issue was fixed...
15 ish psi pump, then E85. Then 20-25psi on E85 depending on the max the ID1000s/ID2000s and walrbo 450lph will flow...
Last edited by Turblown; 06-03-15 at 04:23 PM.
06-03-15, 07:25 PM
#11
It is an S4 block, I cannot remember if it has S5 irons. No dowels, or studs. Its even on OEM seals I think . Yes I am taking it slow, and cautious on the tune... Not only is the engine at higher than normal risk, but the turbine wheels cannot be changed in these EFRs..
Yes this is Greg's old FC, I do remember building the original block with him, but that was 10 years ago. I think hes probably freshened it up since then. When it blows, we will warm it up..
We had some fuel pressure issues, but they are now sorted out.. If it was not for the fuel pressure sensor connected to the ECU it would be awfully hard to detect or verify the issue was fixed...
15 ish psi pump, then E85. Then 20-25psi on E85 depending on the max the ID1000s/ID2000s and walrbo 450lph will flow...
. Yes I am taking it slow, and cautious on the tune... Not only is the engine at higher than normal risk, but the turbine wheels cannot be changed in these EFRs..Yes this is Greg's old FC, I do remember building the original block with him, but that was 10 years ago. I think hes probably freshened it up since then. When it blows, we will warm it up..
We had some fuel pressure issues, but they are now sorted out.. If it was not for the fuel pressure sensor connected to the ECU it would be awfully hard to detect or verify the issue was fixed...
15 ish psi pump, then E85. Then 20-25psi on E85 depending on the max the ID1000s/ID2000s and walrbo 450lph will flow...
I'll remember that you do rebuilds Elliot! You where my first RX7 person I private messaged here.
06-04-15, 01:55 PM
#12
Jager, I remember .
Started the flex fuel tune today, we tuned the car on pump gas to 13psi, and just let the Adaptronic take over with the wired in flex fuel sensor. Pulled up, and put E85 in. Zero change in AFR, or drive ability. Works perfectly, as advertised.
.Started the flex fuel tune today, we tuned the car on pump gas to 13psi, and just let the Adaptronic take over with the wired in flex fuel sensor. Pulled up, and put E85 in. Zero change in AFR, or drive ability. Works perfectly, as advertised.
06-16-15, 12:31 PM
#15
Ran out of fuel pump( walbro 460LPH E85 version). E65 blend. It will actually make 17psi by around 3000rpms, but it will go into compressor surge, so I have backed the controller down around 2500-3500rpms. Nice flat torque curve, drives really nice.
This turbo should really come alive around 25psi. We are adding an aftermarket industries SP800 with twin walbro 460s( 2nd pump will be staged at 3 psi by the ECU). Also looking to add 4 ID1700s as soon as they are released. Then I will dyno at 25-30 psi. We are going to move this car down to an 8374 however, as I don't intend to run more than 25psi on the street. This 9180 is moving over to our FD roadcourse car, and being pushed to 35-40 psi.
This turbo should really come alive around 25psi. We are adding an aftermarket industries SP800 with twin walbro 460s( 2nd pump will be staged at 3 psi by the ECU). Also looking to add 4 ID1700s as soon as they are released. Then I will dyno at 25-30 psi. We are going to move this car down to an 8374 however, as I don't intend to run more than 25psi on the street. This 9180 is moving over to our FD roadcourse car, and being pushed to 35-40 psi.
06-17-15, 05:36 PM
#16
Awesome! Maybe a little too Huuuggee.. But wow! I can only imagine a 430rwhp fc..
Just a couple q's & pardon my ignorance. Will you run into surge around the same rpm on the FD? I guess the large street port on the FC just can't suck up the air at that RPM. Probably not a concern on a track car..
Where would you draw the line with pump gas and the 8374 with this setup? Does the port have anything to do with the pump gas limit or is it boost/maf?
I'm just trying to wrap my head around the porting, turbo sizing and pump gas limits and what would be a sweet street setup.
Keep up the good work!
Just a couple q's & pardon my ignorance. Will you run into surge around the same rpm on the FD? I guess the large street port on the FC just can't suck up the air at that RPM. Probably not a concern on a track car..
Where would you draw the line with pump gas and the 8374 with this setup? Does the port have anything to do with the pump gas limit or is it boost/maf?
I'm just trying to wrap my head around the porting, turbo sizing and pump gas limits and what would be a sweet street setup.
Keep up the good work!
06-18-15, 09:11 AM
#17
Awesome! Maybe a little too Huuuggee.. But wow! I can only imagine a 430rwhp fc..
Just a couple q's & pardon my ignorance. Will you run into surge around the same rpm on the FD? I guess the large street port on the FC just can't suck up the air at that RPM. Probably not a concern on a track car..
Where would you draw the line with pump gas and the 8374 with this setup? Does the port have anything to do with the pump gas limit or is it boost/maf?
I'm just trying to wrap my head around the porting, turbo sizing and pump gas limits and what would be a sweet street setup.
Keep up the good work!
Just a couple q's & pardon my ignorance. Will you run into surge around the same rpm on the FD? I guess the large street port on the FC just can't suck up the air at that RPM. Probably not a concern on a track car..
Where would you draw the line with pump gas and the 8374 with this setup? Does the port have anything to do with the pump gas limit or is it boost/maf?
I'm just trying to wrap my head around the porting, turbo sizing and pump gas limits and what would be a sweet street setup.
Keep up the good work!
Pump gas limit is octane based. I tuned a car to 18psi on pump 2 weeks ago to around 490rwhp..
06-21-15, 01:57 PM
#18
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Nice build so far. You're getting awfully close to cracking the rear iron numbers. I don't think the s4 block can handle much more than 400 ft/lb of torque. But you have a lot more experience than I do.
09-12-15, 03:13 PM
#22
It is up and running, but the oem clutch hydralics took a dump.
Here is a list of the upgrades;
Act 6 puck clutch
Added a 2nd walbro 460lph
8an return line
Modifed the 2.5 inch section in the catback to 3 inch ( apexi n1 system).
Installed our FC ewp kit
Added a turbosmart 14.5 psi iwg actuator
2 more id2000s ( 4x id2000s now ).
Here is a list of the upgrades;
Act 6 puck clutch
Added a 2nd walbro 460lph
8an return line
Modifed the 2.5 inch section in the catback to 3 inch ( apexi n1 system).
Installed our FC ewp kit
Added a turbosmart 14.5 psi iwg actuator
2 more id2000s ( 4x id2000s now ).
