dr20t

Will slip on stock clutch packs at 350ftlb of torque. Torque is what kills transmissions not power. I did run 255awkw on my ej20y on e70 with gt2871 1.5 scroll setup. This hit full boost of 21psi at under 3000rpm and was extremely responsive. Didnt slip at all. And that was with brake boosting galore and some heavy driving. 2871 is similar to 1.5 blouch xtr. Soon as I upgraded to my ej207 with gtx3076, it would slip at 1 bar boost. Mick

Not unless I get the money I am chasing I am eager to put the twin scroll setup on.

I know all about your build and woes, J ! Will be great to see the 6 speed done though Mick

Not to nit pick - but I believe my time of 12.21 is faster than RomeSti's 5eat That was on my stock auto when the car was making 255awkw. Lol Have since trapped 125.8mph but with a shitty 2.4 60ft time (single scroll gtx3076 with GT spec large runner headers plus pre turbo leak = no brake boost). Will be soon fixed with twin scroll goodness and hopefully a 10 second slip. Stock ej207 long block with arp headstuds Mick

I've broken two centre diffs in my built 5eat - ACME pinnacle kit that Adam did with a Hexmods / Climber D VB, plus brass bushings from frankster. Both times shattered the centre diff input and output shaft and in the second case, I sheared the teeth entirely off the centre diff input shaft This was until I Sonic Xrayed, Micro-Linished, Shot Peened and Cryo treated my entire centre diff, input and output shaft and all planetaries etc. Did this 2 and a half years ago and haven't had it happen since thankfully. Also shared this with Climber D Dave and a few others at the time. Version 10 JDM GRB EJ207 making 530-550whp Mick

Update - checked entire system to find fuel pump negative inside the cradle was loose on the pigtail plug (walbro 460). This explains p0230 code. After failing to unpick the terminals from the plug to avoid wiring joints in the fuel pump cradle, I soldered and heat shrunk the connection to ensure it was solid. Then took the time to make the upgrade per Underdog's diagram. Im using the same 12ga fp+ and fp- wiring except now the fp+ is fed from the fpcm. Again due to a failed unpicking of the terminals, i had to cut the original wiring about 1 inch from the fpcm plug and soldered the B+ from the relay and the FP+ output to fuel pump onto the original 18ga wires. Voltage at pump tested at 12.2v with ignition priming circuit. This is with a brand new battery showing 12.55v at battery post static. Hopefully the wiring is adequate to cope with 16amp draw the walbro is pulling at 80psi Thanks again for the heads up Mick

Thanks for that. Would explain as this battery has been dead and not holding charge after jump starting. System wired per original thread in your original post. Will pull the multimeter out this week sometime and have a dig around Mick

Was pointed here after complaining about my battery life to a local forum member. I have been through two batteries in the last 12 months. I put it down to it being a small battery and due to it not being driven very often. Great pickup underdog. Question - I popped a p230 error code on the weekend (fuel pump circuit), putting me into limp mode. Was about 20km from home so switching on and off allowed me to get home. It was intermittent and not constant. Any chance the current draw with vehicle off for a consistent period of time couldve fried the fpcm? The car gets driven once or twice a month and more recently sat for almost 3 months undriven. Mick

Damn I just sold one of these too Thanks frank will search your mega shift thread Mick

Just realized I made a fundamental mistake which makes this irrelevant now. Post facelift (09 usdm) 5eat had 3.08 final drive which is taller than my current. Not what I'm after Back to drawing board

I've also got the post facelift tcu (09 usdm onward). Do you know if plugs are the same? And if I installed it, will my ecu be able to communicate with this newer tcu? From memory when I looked at this some time back, the wiring schematic was different between the two models. What's the mega shift worth? Mick

I would suspect front or centre diff backlash / wear Tends to make a "straight cut" sound like reverse as they wear out Speaking of front diffs, (and this is aimed almost exclusive at frankster / climber d), my 3.27 final ratio is robbing me of acceleration. I have a post facelift (2009 onward for you usdm folk) entire trans and rear diff here that I am keen to try and swap in. This will give me a shorter final drive (3.53 from memory) to assist in acceleration. Will my reduction drive ratio be thrown out? Will this work? Mick

After having my acme pinnacle / hexmods vb / frankster centre bushes heavily modified and built 5eat in my audm liberty for some time now, I will be biting the bullet and swapping to a 6 speed manual in a few weeks. I absolutely love the 5eat and has been handling my 550whp 520ftlb of torque very well without a hitch. However for my intended circuit racing use, the 6mt just makes more sense (which absolutely pains me to say because of how much I love my 5eat). I'm sure I could've tried an aftermarket tcu etc to override the downshift limitation of the factory tcu for track (my main pain point and motivator for going manual), but wanted to try the 6 speed in any event One thing I can confirm for sure - I had 3 ecu's sent to Tactrix for bench unbricking a couple of years back. One was auto two were manual ecu's. All had auto roms flashed onto them after unbricking, so this confirms flashing an auto rom onto manual ecu does not brick and vice versa. I will be removing the tcu and flashing a manual rom onto my auto ecu when I do this - will report back if the high speed CAN error disappears I also have a manual cluster here ready to swap in, which can be swapped without ecu/biu/ key fob change - so long as the programmer has acces to can software and can reprogram the cluster to sync with the ecu My unique problem for this however is my audm gen 4 legacy (2004) has the dual avcs 32 bit ecu (like jap spec - originally ej20x motor), and thus may pose an issue with the cluster I'm using which is from the later model (usdm 08+ equivalent) s402 Sti manual with a 9000rpm tacho. It may not be a problem at all - but I'm keen to test this out (after the swap as dont want to complicate the swap initially) Wish me luck! Mick

Wow Kudos and congrats on being the fastest gen 4 in the known world! What gear were you crossing the line in and what revs? Mick

I've got one of those I could send you Then the problem will be my stock r160 rear diff holding up to 500awhp and 450ft lb of torque