So much win Rob!  This car has kept getting better and better - very nice!
 
Just with the E85 making more power when running leaner, I'm curious as to what your AFR ratios/lambda when you were making peak power?  I've heard that with E85 the maximum power rich is .7 lambda and maximum power lean is around .86 lambda so curious to know whether this is true for your set up too.
 
Finally, for us on stock turbo set ups with some bolt-ons, could you do us a massive favour and explain the experience of driving the deuce with THAT much power? For example, from a standstill and rolling acceleration?
 
Currently I've got visions of the car shredding tyres, chewing through bitumen whilst the driver is almost passed out from the Gs being pulled lol.

MIDN1T3
So much win Rob!  This car has kept getting better and better - very nice!
 
Just with the E85 making more power when running leaner, I'm curious as to what your AFR ratios/lambda when you were making peak power?  I've heard that with E85 the maximum power rich is .7 lambda and maximum power lean is around .86 lambda so curious to know whether this is true for your set up too.

I think we were closer to 0.86 lambda. In the end I'm not sure how much it really influenced the power, because we were simultaneously focusing on the boost and ignition timing, and occasionally making some fuel adjustments. We didn't try richening it back up again at the end to see if it made a difference.
 

MIDN1T3
Finally, for us on stock turbo set ups with some bolt-ons, could you do us a massive favour and explain the experience of driving the deuce with THAT much power? For example, from a standstill and rolling acceleration?
 
Currently I've got visions of the car shredding tyres, chewing through bitumen whilst the driver is almost passed out from the Gs being pulled lol.

Consider 4 typical scenarios (well, typical in this car hahaha):
1) Cruising in 3rd gear at 3000-4000rpm, anticipating that some quick acceleration is about to be required, then downshift to 2nd and floor it.
2) Cruising in 4th or 5th gear on the motorway at 3000-4000rpm, then downshift to 3rd and floor it.
3) Cruising at less than 3000rpm, then suddenly deciding to floor it and being too lazy to downshift at least one gear.
4) Proper launching, drag style.
 
...
 
1) That downshift puts it in the powerband on full boost very quickly, and you basically have yourself a time warp / wheelspin switch.
 
2) Same as above but with the slightly reduced acceleration of 3rd gear instead of 2nd.
 
3) This is the situation where a big turbo will always let you down. It can take many seconds for the boost to come on. However, if you're on a long straight road and the lag doesn't matter, then the anticipation during those few seconds, and the rush of feeling the boost increasing from nothing all the way up to the maximum, is awesome in its own way.
 
4) I'll have to report back on that after I return to the drags some time, and hopefully manage a decent launch. I think even with a good launch there would still be a slight delay waiting for the boost (edit: without antilag of course). But, once you're on boost and shifting near the redline, you stay on boost for the remaining gear changes.
 
The first 2 scenarios are the most useful and most common...think overtaking.

if you going to try and go to the drags and want a good launch, maybe put some kind of a wheel speed input into the ecu and setup launch control. a stationary rev limit with some ignition retard will build boost quickly. at snowy mountains the car I drove could build 1.4bar in about 2.5seconds in a 2.2l 4 cylinder, but as we used the gearbox speed sensor, it failed on the launch and wouldn't disengage.

Congrats on the new power figure from the E85! For some reason I was expecting to see 350KW at 29-30psi. What you ended up with is nuts tho. 
 
Will the current turbo ever be replaced with something larger? 

Yep once you go above 300 acceleration is radical. Felt a little too out of control for my liking in my old SW20.

robk
 
1) That downshift puts it in the powerband on full boost very quickly, and you basically have yourself a time warp / wheelspin switch.
 
2) Same as above but with the slightly reduced acceleration of 3rd gear instead of 2nd.
 
3) This is the situation where a big turbo will always let you down. It can take many seconds for the boost to come on. However, if you're on a long straight road and the lag doesn't matter, then the anticipation during those few seconds, and the rush of feeling the boost increasing from nothing all the way up to the maximum, is awesome in its own way.
 
4) I'll have to report back on that after I return to the drags some time, and hopefully manage a decent launch. I think even with a good launch there would still be a slight delay waiting for the boost. But, once you're on boost and shifting near the redline, you stay on boost for the remaining gear changes.
 
The first 2 scenarios are the most useful and most common...think overtaking.

Ok, that settles it - I'm definitely thinking hard about a GT3076 build for mine!
 

After spending the whole night squirming around under my car, I've installed new handbrake cables on both sides, and DeltaV sway bar reinforcement plates up front. Both jobs would have been so much easier with a hoist!
 
On another note, my current RacerX cam sensor setup which replaces the dizzy, has been mechanically troublesome and prone to leaking oil, and I've realised why they came up with a totally different and simpler new design. After discussing it with RacerX, they are going to send me their newer kit for the cost of shipping only.
 
Also, I decided to order a 4 bar MAP sensor because it's a bad idea to be running 28-29psi of boost when that's the maximum reading for a 3 bar MAP sensor. I'm mainly doing this so I have some margin to prevent the sensor reading from maxing-out, but it will also be hard to resist bumping up the boost by another few psi when I go back to the dyno I don't want to be too greedy though.