Location: The Beautifull City of Bell Gardens (SoCal)
Posts: 1,410
Wow... awesome thread.... seriously.
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Longest SIG Member #1
Quote:
Originally Posted by DBryden
If I don't see a picture of a shifter in a coo, then I've lost some faith in you Ozer!
Quote:
Originally Posted by Darkmanx
Thanks for the nut. goodnight now.
Quote:
Originally Posted by lilhomieb07
Looked like he could only hold his breathe for the first 3 shots then his body loosened up and he felt the other 2 hahaha. Oh sig qoute that shit somehow
Yeah, I listed as rwhp - used to dealing with rear wheel drive vehicles, obviously You type something enough, and you start to do it without thinking.
Should have been fwhp.
Tune or not, SunburstSS on a 2.25" exhaust was absolutely holding him back.
Daines - apples to oranges - you've got to provide more than just a 'Turbo LSJ' What kind of turbo was he running? Pressure ratio?
No, LSJ said flat out he had no EGT probe. If the general mentality is that having only half of the tools needed for a proper job (wideband only) is 'good enough' for the majority of the people on here, it's no wonder we're seeing low numbers.
Timing plays a MUCH bigger role with a supercharger (due to running directly from the crank) than with a turbocharger.
As for 'arguing' with LSJ, please show me where I did that? I provided the data, and drew a conclusion. I then asked the community for any data they had to prove / disprove this conclusion.
I could be mixing up the timeline, but I'm pretty sure he had the GMPP exhaust put on right before he got his TVS, specifically so he wouldn't have that bottleneck.
Maybe arguing was the wrong term, but essentially he provided data, then because it was not achieved with an EGT probe (and is in direct conflict to your theories) you stated that it doesn't count, and discarded it. However, who the hell actually tunes their car with an EGT probe? It's fairly unheard of in the LSJ world, so discarding data due to that is ridiculous. It's actually more in line with other numbers if he DIDN'T use an EGT probe, since very few people (if any) actually do.
I have no idea what Paul had in his balt when he hit 411, he changes parts a lot. You'd have to ask him.
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Black 2004 Ion Redline
I do LSJ toonz in the Austin, San Antonio and Temple/Waco, TX areas. Dallas or Houston can be arranged. PM me.
Quote:
Originally Posted by Witt
With the lack of an explanation I have to conclude that the use of "magic" is being used to provide pressure above what the stock regulator offers as well as a variable in order to drive fuel pressure in a ratio to manifold pressure.
haven't read through everything...just skimmed...but there are reasons to why most people do not disclose information. 9 times out of 10, the BS flag is thrown because it is the NOOBs that think they know all that the numbers that are being produced can not be possible on the stock block.
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'05 Slightly Modded Black RL with the help of
Until I see a 4banger rolling around with 400whp on a DD then I'll keep my thoughts as turbo being the optimum route for a 4cylinder. I just see swapping a TVS as a very simple route.
as for my setup:
Sock head, cams, valve springs, bottom end (43k miles)
Have had the car turbo'd for 1.5 years now, no issues (cept I upgraded everything)
stock fuel rail
stock fuel lines
Walbro gss342 255lph pump
Racetronix 79lb/hr injectors
Vulcan equal length turbp mani
Turbonetics T4/TO4E 60-1 HiFi ball bearing .63 a/r .57 trim exhaust housing/wheel
Hahn intake manifold
Hahn FMIC
that's the important stuff right there.
as for my feeling on choice of power adders, why would you put something that takes power to make power on an already low output motor? Just increasing stress on parts you don't need to (imo) granted for someone that is just tooling around in the car and not racing it, s/c is the way to go for driveability. In the couple of turbo cars I've built around me, at stage II boost levels they were all making over 300whp on conservative tunes, I have put A LOT of time into tuning my car to get it to run balls out all day everyday. and 1 degree of timing on my car is @5-7whp (I run 19 degrees and 22.1psi on 93 octane pump gas) I'm also not even into the turbo's max efficiency range at my boost levels.
Location: The Beautifull City of Bell Gardens (SoCal)
Posts: 1,410
Quote:
Originally Posted by 06blackg85ss
as for my setup:
Sock head, cams, valve springs, bottom end (43k miles)
Have had the car turbo'd for 1.5 years now, no issues (cept I upgraded everything)
stock fuel rail
stock fuel lines
Walbro gss342 255lph pump
Racetronix 79lb/hr injectors
Vulcan equal length turbp mani
Turbonetics T4/TO4E 60-1 HiFi ball bearing .63 a/r .57 trim exhaust housing/wheel
Hahn intake manifold
Hahn FMIC
that's the important stuff right there.
as for my feeling on choice of power adders, why would you put something that takes power to make power on an already low output motor? Just increasing stress on parts you don't need to (imo) granted for someone that is just tooling around in the car and not racing it, s/c is the way to go for driveability. In the couple of turbo cars I've built around me, at stage II boost levels they were all making over 300whp on conservative tunes, I have put A LOT of time into tuning my car to get it to run balls out all day everyday. and 1 degree of timing on my car is @5-7whp (I run 19 degrees and 22.1psi on 93 octane pump gas) I'm also not even into the turbo's max efficiency range at my boost levels.
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