IT RUNS!!! - My 500whp build - Element motor and Moore Performance Twin Scroll Kit! by dexterous

11 minute(s) of a 312 minute read

By the way, the noise that I heard from the car was exactly like the noise in this video:

5-27-2013

Well, I thought about that as well but when I was talking about oiling issues, I was actually talking about the issues that I have had in the past with the turbo leaking oil out the hot side. To your point, the oil pressure was definitely good and there was definitely oil flowing through the turbo, I am sure of this. I actually pulled the oil line off the turbo and cranked the car for a moment to see if oil came out. In fact, SO MUCH oil came out that it actually overflowed the very small container that I used and got oil on the top of my motor! Just to be sure, I changed the oil and drained it into a very light colored piece of plastic and let the oil run down the plastic into a light colored pan on the floor. While the oil drained, I kept a flashlight on the oil to see if anything was in the oil and I saw nothing out of the ordinary after careful inspection.

I supposed its possible that my extremely small 0.017 oil restrictor got clogged or partially blocked up which could also cause this issue. I have a filter on the oil line BUT, Google tells me that several people with similar turbos running the same restrictor and filter combo (both supplied by the turbo maker) have had nearly identical failures. None of those people ran Subarus but they are out there. Also keep in mind, Comp said that they couldn't say for sure why the turbo failed, only that something happened causing it to go off balance.

In addition to all this, I actually called Comp turbo last year and talked to them because I thought I could see run-out on the compressor wheel. I was told that was normal for a turbo that didn't have any oil running through it and since I wasn't having any issues at the time, I figured I would be ok.

I posted this elsewhere so I figured that I would post it here too since I bought it for my STI:

My new F250 V10:



My Trailer:

6-3-2013

Well boys and girls...


I'M BACK!

Attempt 3 at my maiden voyage when flawlessly and I am super excited! I am kind of scared about all the negativity about the oil-less turbo. I think I will throw a few feelers out there to see if I could get more feedback on the situation. Any way...

I am trying to see if Ryan Moore can get me a last minute state inspection appointment at Moore Performance on Wednesday before the local "Pittsburgh Subaru Meet".

Picts you asked for and picts you shale have:

One thing I forgot to mention earlier, for whatever reason, Comp actually replaced my turbo with a new one and re-used my compressor cover on this 100% new unit. I can tell you that this turbo appears to be much different from the other oil-less units that I have seen so they must be making revisions. Obviously the community is watching this here on NASIOC so if this goes poorly I assume that few people here will buy these.

Here's a bunch of info on this turbo:

My turbo: http://www.compturbo.com/products/ct4billet/ct4_6265

MY turbo has the following options:
TRIPLEX CERAMIC Bearings
.70 A/R T4 divided 3" Hotside
Water only (Oil-less) center section

Here's some specific info on the oil-less option:
http://www.compturbo.com/press-relea...less-turbo-102


Here's a video of a an early prototype oil-less turbo (note how my turbo looks different):

6-6-2013

I towed my car down to Moore Performance yesterday afternoon for a state safety inspection, alignment and corner balance. IT was the first time I have towed with my new truck and I am SUPER impressed! We are talking 12,000lbs of metal at 75mph up hill passing slower traffic in the fast lane! I could tell the car was back there but it was hardly noticeable on the highway and almost impossible to notice on flat surfaces around town.

Here's the car going back on the trailer with my freshly installed winch. Since I live on a hill, I have to load the car slightly down the street so the college kids who live in the nearby dorms always have a good time watching what goes on at my house:





The doors open with LOTS of room to spare:

6-8-2013

I drove my car home from Moore Performance today and it was flawless! The trip is about 50 miles each way and I must say that I was slightly nervous about going on such a long trip in a car that was recently assembled. Thankfully, as I said, the car was perfect.

I am also super impressed with the alignment and corner balance job. I am running 2 degrees of camber up front and one degree in the back. Thats not super aggressive but it gets the job done. If things go well, perhaps I will do 3 degrees in the near future.

6-9-2013

Its not complete yet BUT its getting close. Its kind of funny, so many people have made comments to me recently regarding the history of my car and the issues that I have had. I guess its kind of like this:

2005-2008 - Dyno tuned for lots of bolt-on stuff w/stock turbo & stock intercooler (worked perfectly).
2009-2010 - Hydra, water/meth, FMIC, large injectors, Dom 3 (worked perfectly with minor issues with the Dom 3 cracking but they all did that)

Winter 2011 - Purchased and installed my first Element Pro Comp motor and the Moore Evo turbo kit.

Spring 2011 - The car was taken to Element for the initial tune but had issues with the injectors (super rich) and the Evo turbo kit was a complete dud.

Early Summer 2011 - Moore Performance swapped the turbo kit with the one I have now. The new turbo failed twice on the dyno due to blown seals which wasted tons of money and time. It was later discovered that the turbo needed a special oil restrictor which wasn't provided with the kit. I also continued to have fuel injector issues but they seemed to be working by August.

Late Summer 2011 - Once the turbo issue was resolved and I got what appeared to be a working set of injectors, the car was taken to Element tuning for the fourth time in 2011 and the block failed mid pull resulting in nearly everything in the engine bay being destroyed.

Late Fall 2011 - I purchased my second Element Pro Comp motor and rebuilt the car using the same fuel injectors that I had on the car throughout 2011.

Spring 2012 - I started up the car with the new motor and things seemed to be going pretty well until the car suffered from another fuel injector failure.

Early Summer 2012 - I temporarily moved to the Access Port after installing new ID 2000 injectors and new fuel rails. The injectors proved to much for the Access Port on pump gas so it didn't run very well. I finished the break-in process and had the car tuned at wastegate pressure pending another shot at getting it tuned on the Hydra.

Mid Summer 2012 - I was informed that my brand new Element Pro Comp motor would likely suffer form a nearly identical block failure to what I had experienced in 2011 due to poor quality blocks being provided by Subaru. At the time there were no available fixes but something was in the works. Fortunately, the car behaved well enough through 2012 that I could at least drive it to meets and car shows (something that I dont do much).

Late Fall 2012 - I moved back to my freshly upgraded Hydra 2.7 but the car was already in storage for the winter.

Early Winter 2013 - I had Element Tuning calibrate my Hydra 2.7 and things started looking like the car was going to work out after all.

Mid Winter 2013 - I had Element Tuning apply their newly available block re-enforcement process to my Pro Comp motor. They also blueprinted the same time and reported that the motor looked perfect.

Late Spring 2013 - Upon initial start-up, my turbo failed again for unknown reasons resulting in nearly a month of delay.

June 2013 - My new turbo was installed and the car seems to be great.

Basically, had I gone with ID injectors and a traditional rotated turbo setup from the beginning, most of my issues would have never occurred. The motor was a total fluke that could never have been predicted. It appears that as soon as I got rid of those three bad components, the car behaved.

6-12-2013

I drove my STI to work today for the first time in a very long time and it felt amazing! I cant wait until I can run this thing at WOT through the gears.

I was using Ultimate Racing 1260cc injectors which are actually re-branded from some other company (cant remember who). The UR injector kit required a side feed style TGV and a custom top feed fuel rail. The kit was the right size and appeared to be pretty high quality so I went with it (cost was around $1000). After four injector failures I moved to the ID2000s and decided to go down the E85 route instead of meth.

Here's what the UR 1260cc injector kit looked like:

The Evo Turbo kit (AKA "Dragon Slayer") was a design project at Moore performance which attempted to use stock location Evo 9 turbos on Subarus. The kit that I tested was a prototype for product that was never actually released due to design issues. There were a number of theories and possible fixes that may have made the dragon slayer work but in the end, my car suffered similar issues to the small handful of other cars running the same kit. The primary issue was that the kit didn't actually make very much boost(a big problem for a turbo car). For example, my car fizzled out around 14psi and was in vacuum by the time the car hit redline.

The Dragon Slayer kit looked very promising on paper which is why I called up Moore Performance and volunteered to try it out. When it didn't work out, I simply returned the kit to Moore Performance and we went another route. In the end, I purchased one of Moore's traditional twin scroll rotated kits which is absolutely amazing.

Evo Turbo Kit: