In our previous articles, we covered the build-up of our EJ257 engine collaboration with IAG Performance. Now we have been collecting a bunch of parts to make our installation go smoother and for compatibility with our new more powerful engine. As a recap, our engine is built to easily withstand more than 600 hp but we are going to run it with a responsive smallish turbo to get quick spooling hp in the mid to high 400 hp range. To support all of this we are going to cover the peripheral parts needed to put the package together. In this segment we talked about prepping the engine case, here we talked about the bottom end, the cylinder heads were discussed here, The assembly of the short block here, finally the assembly of the engine was done here.
To handle the engine’s anticipated higher flow levels, we are replacing our 2.5 in catted Cobb downpipe with a newer 3″ part. Like our old part we will be running a cat but just with bigger diameter tubing.
For the intake side, we will be replacing our welded-up stock TGV valves with IAG’s billet TGV deletes. These CNC machined billet parts fit perfectly and do a much cleaner job than our hacked-up previous solution!
In the last iteration of our engine’s progression, we had maxed out the stock mass airflow meter so to improve drivability and give us plenty of flow headspace, we are converting to Speed Density mass flow estimation. We are using an IAG kit to do so. We get a conversion wire sub-harness and an adaptor for a 3 bar MAP sensor as well as a different intake air temp sensor.
We are running a Cobb MAP sensor with the IAG kit.