bluemk3;879726 said:
well, typically not that low BUT you are right, he will hit FC before 10PSI
57 or 60 Trim?
- Thread starter CajunKenny
- Start date
well, typically not that low BUT you are right, he will hit FC before 10PSI
bluemk3;879726 said:
Umm if he can get his car tuned or has a wideband I disagree..... I have been a bit risky in the past and I have pushed the stock ct26 to 17psi on the stock fuel system and I was pretty rich even then. Currently I am running 14psi daily and I am no where close to being lean.
My E.G.T.’s umm I dunno I have a gauge but I haven’t plugged it up yet but there is no real need ..... I had my car tuned when I bought my SAFC-II I think 10.5-11.5 but my new wideband tells me 10.5-11.5 
So i guess my tune and my wide band are in great synchronization. E.G.T.'s are reflection of A/F ratio but I would assume its below the danger mark ..... Thats my guess
So i guess my tune and my wide band are in great synchronization. E.G.T.'s are reflection of A/F ratio but I would assume its below the danger mark ..... Thats my guess
You may be offsetting a very high chamber temp with enough fuel to keep it from melting ringlands. Even on my 165 running over 17psi on the stock CT26 was enough to put the EGTs above 1500 and that would be a much lower flow then the 7M :|
I've seen it happen many a time with upgraded 26s when attention isn't given to the turbine housing. The backpressure causes very high egts, usually results in a melted piston on the 3S.
I've seen it happen many a time with upgraded 26s when attention isn't given to the turbine housing. The backpressure causes very high egts, usually results in a melted piston on the 3S.
What are getting at? Thats the purpose of getting tuned. People have proven over and over .... and over that the stock 440's can support over 400rwhp. Again what is your point?
I will pushing the limits on my stock flow test 440's when I get an upgraded ct.
I will pushing the limits on my stock flow test 440's when I get an upgraded ct.
It's not the injectors, it's the turbo itself, I'm sure I'll be ignored, but I'm telling you as a absolute fact, that the CT26 is not suitable for high flow use without work on the turbine housing. Yes, you can get the job done by hosing down the engine with enough fuel to evaporate to lower the cc temps, but it's much safer if you pay a shop an extra $100 or so to open it up a bit. You'll save on mileage as well. I don't say this without personal research as well.
Que? I am not understanding what you mean by "work on the turbine housing". Are u talking about porting the wastegate?
Maybe MDC, Boostlee, JT, or Bigaaron will speak on this
Maybe MDC, Boostlee, JT, or Bigaaron will speak on this
bountykilla0118;879988 said:
agreed....im interested in hearing what the turbo pros have to say about this
I'm not talking about porting the wastegate, I'm talking about increasing the flow potential across and around the turbine, out the exducer bore. Smoothing the entry into the wastegate does help flow, mostly by reducing turbulance, but not what I mean in this case.
I sent a message to one of the guys at ATS racing, as I realize that I'm pretty much unheard of here and you will want an expert opinion. They have done the most extensive research on the ct26 turbine housing that I am aware of, and I asked Aaron to peek in on this thread when he has a minute and explain his findings. He wasn't online when I sent him the pm, so be patient, I'm sure your own turbo experts will chime in as well
I sent a message to one of the guys at ATS racing, as I realize that I'm pretty much unheard of here and you will want an expert opinion. They have done the most extensive research on the ct26 turbine housing that I am aware of, and I asked Aaron to peek in on this thread when he has a minute and explain his findings. He wasn't online when I sent him the pm, so be patient, I'm sure your own turbo experts will chime in as well
MrWOT;880058 said:I'm not talking about porting the wastegate, I'm talking about increasing the flow potential across and around the turbine, out the exducer bore. Smoothing the entry into the wastegate does help flow, mostly by reducing turbulance, but not what I mean in this case.
I sent a message to one of the guys at ATS racing, as I realize that I'm pretty much unheard of here and you will want an expert opinion. They have done the most extensive research on the ct26 turbine housing that I am aware of, and I asked Aaron to peek in on this thread when he has a minute and explain his findings. He wasn't online when I sent him the pm, so be patient, I'm sure your own turbo experts will chime in as well
:wiggle: anxiously waiting to hear from our own turbo experts as well as yours...
MDCmotorsports;879477 said:
MDC is a turbo expert. Listen to the man. He speaks the truth.
Shaeff is very knwoledgeable about the subject as well/
MrWOT;880058 said:I'm not talking about porting the wastegate, I'm talking about increasing the flow potential across and around the turbine, out the exducer bore. Smoothing the entry into the wastegate does help flow, mostly by reducing turbulance, but not what I mean in this case.
I sent a message to one of the guys at ATS racing, as I realize that I'm pretty much unheard of here and you will want an expert opinion. They have done the most extensive research on the ct26 turbine housing that I am aware of, and I asked Aaron to peek in on this thread when he has a minute and explain his findings. He wasn't online when I sent him the pm, so be patient, I'm sure your own turbo experts will chime in as well
So you're talking about porting out the exhaust housing to raise fuel cut?
:3d_frown:
Sorry but Im doubting you here.
Ive never heard of such a thing. :nono:
MrWOT;879960 said:
Oh, btw... a clipped turbine (stock) ct26 with a STOCK exhaust housing, on STOCK manifold, with a 57 trim upgrade wheel has proven to make 420+hp.
Not suitable for high flow?
Whats high flow....A Dyno queen 1200hp?
I completely agree with shaeff about using the stock injectors. Why be a cheapass and use the stock injectors and potentially mess up your engine? If you have the money to buy an upgraded CT26, why not finish with the supporting fuel mods. I'd much rather use bigger injectors at 50% duty than the stock ones at 100%. Why not just buy everything first? When you have everything in hand, then install and tune it.
/rant
/rant
I agree about the duty cycle but most people with upgraded ct26 are tuned in the upper 300rwhp and stock 440’s have been proven time and time again to support over 400rwhp ..... No real reason to get injectors that are meant for the 450-500rwhp range.
So swapping to 550’s some may call it overkill and some might say its preventive maintenance. Its a personal choice. Can someone post info about the 440’s duty cycle at 300rwhp range and the 400rwhp range?
So swapping to 550’s some may call it overkill and some might say its preventive maintenance. Its a personal choice. Can someone post info about the 440’s duty cycle at 300rwhp range and the 400rwhp range?
I like the concept of "headroom" This is kind of the way the car was designed in the first place, right? If the stockers can support 400hp, and are intended for 200, then I'd rather have something that CAN support 500 to get me 400.
What can be done, and what can be done with long term reliability are 2 different things. I like reliability. I don't like pushing things to the edge, because things close to the edge have a habbit of getting knocked over.
What can be done, and what can be done with long term reliability are 2 different things. I like reliability. I don't like pushing things to the edge, because things close to the edge have a habbit of getting knocked over.
MDCmotorsports;880640 said:
I'm not saying it won't make the power, I'm saying you can do it more safely, with more power if you do have it done. A clipped turbine will pass more gas yes, but it has a point of diminishing returns and you're losing turbine efficiency when you do it by it's very nature.
I define the capability by turbine backpressure vs inlet manifold pressure (assuming everything else is ideal, manifolding, exhaust etc), it's this differential that defines reversion subsequently how big of cams you can run (duration), and your EGTs.
Porting out the housing is basically increasing the a/r ratio of the housing. It's more effective than a clip and you aren't sacrificing the turbine efficiency.
google: porting "turbing housing"
http://www.turbochargers.net/accessories/PortingTurbine.htm
edit: Some people combine the two, the loss in efficiency isn't THAT much and it does still help, it would just be my second choice of the two as you can't pass as much flow as the porting. Still effective though.
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Dan_Gyoba;880797 said:
Most are tuned 100rwhp below what a few are pushing. How much more head room do you need? Well fuck it ..... Its a choice people will always do what they want.
Lets stop high jacking the thread….
MrWOT;880900 said:
MrWOT if your theory is correct. Then if I increase the piping of my exhaust will that in turn effect my A/F ratio in my exhaust piping? I am having a hard time bridging the gap of comprehension on this idea ….. Now I am not a math major, nor to I pretend to be, but in uncomplicated terms A/F ratio is dependant on air and fuel but is also effected by other things that are part of the ignition system such as timing and strength of spark etc.
I never heard that the size of room changes the number of particles that is in it. If I take a 3x3 box and put X amount of air in it and Z amount fuel the ratio will be X/Z even if I increased the size to 18x18 I still have the same amount of particles even if (wait here comes a big word) dynamic equilibrium::w00t:: takes places …. Now someone educated me on the science and math of all this because this all sounds good to me