CT26 vs. LIPP BOSS Jr. AR

[Sawbladz]

So I have been planning my build for a while and keep coming back to turbo choice. Last year I was limited to choosing between the BOSS series and an upgraded CT. Now however, Suprasport is offering their new BOSS Jr.

This seems like the solution in my search for the ultimate spool over 400whp. My concern lies with the AR of the Jr. vs. the CT-26. I know that the Jr. has an AR of 0.58 but I do not know the AR of the CT.

I had planned to aim for an AR in the low 0.6X but this Jr. seems to fit the bill. I am concerned that the Jr. will have the same issues with flow in the upper RPM range. I'm sick of having a dyno graph that looks like a mountain range. lol

 

[MK3Brent]

Most of that is from boost control.

 

[tissimo]

define mountain range.

If it were me, I would go for the Boss Turbo as it has a much better suited exhaust side for making high power. The CT turbine/turbine housing really chokes down the turbo. Lag is in your head. Once you feel a properly setup big turbo car you'll want it.

 

[IJ.]

"Lag" makes them drivable

You guys have NFI what real "lag" is, I'm talking about the bad old days when you had an engine that might make it's power from 6000 to 6800, nothing below and nothing above.

These days even with a big laggy turbo it's still making damn good power below maximum boost on it's way up back then it was nothing.... nothing..nothing.....still nothing OHHH MOTHER OF GOD SHITTTT nothing... nothing

 

[Sawbladz]

Most of that is from boost control.

I would definitely stand to gain from an electronic boost controller. I know the car would make power for longer than it does but I still think that the smaller housing of the CT would limit me if I just upgraded my stocker. Plus I want more reliability anyways.

define mountain range.

If it were me, I would go for the Boss Turbo as it has a much better suited exhaust side for making high power. The CT turbine/turbine housing really chokes down the turbo. Lag is in your head. Once you feel a properly setup big turbo car you'll want it.

I don't want as much fall in the graph through the RPM range. I want it to rise quickly and flatten out. I want a broad power band that is very usable on the track. I plan to track this car on big tracks like Mosport as well as the Auto-X.

So does anyone know what the AR is on the CT-26?

 

[7Mboost]

Lag is so overrated, any turbo is usable on a track as long as you keep it in the RPM range, you'd need a HUGE turbo on like an AutoX course to not find usable power. The Boss sounds more of what you want to me.

 

[Nick M]

"Lag" makes them drivable

You guys have NFI what real "lag" is, I'm talking about the bad old days when you had an engine that might make it's power from 6000 to 6800, nothing below and nothing above.

These days even with a big laggy turbo it's still making damn good power below maximum boost on it's way up back then it was nothing.... nothing..nothing.....still nothing OHHH MOTHER OF GOD SHITTTT nothing... nothing

Did you guys get the anemic Turbo Trans Am in 1980 or so? Not to be confused with the 89 Anneversary with the Buick drop in.

 

[Sawbladz]

Lag is so overrated, any turbo is usable on a track as long as you keep it in the RPM range, you'd need a HUGE turbo on like an AutoX course to not find usable power. The Boss sounds more of what you want to me.

Which BOSS?

I want the smallish turbo that can support low 400's rwhp and be fun on the street. I don't intend to go for higher than that so I don't see the need to spend the money for the bigger turbo. This is assuming the BOSS Jr. can meet my needs with it's housing.

I understand that any reasonable turbo can work on the road course or Auto X but I want one that is forgiving as well. If I happen to be in the wrong gear I don't want every car behind me to run into my ass. lol

 

[tissimo]

In that environment then yea, response is key and lag is the enemy. The boss turbo will still have a good powerband (3500-6500) and fast response. If you're rpms are lower then that coming out of a turn, you're doing it wrong. You can try for an O trim turbine if they offer it over the standard T4 P trim wheel. Its a bit smaller and will come on sooner, but wont make as much top end power (still make the 400 you're looking for with a 57+ T04e wheel or t04b 60-1/62-1).

The CT A/R is probably .4x or so.

 

[Zazzn]

You have lots of juice in the CT if you really wanted to push it...

4 washers on the WG to limit how much the WG can actually open, set the boost to 18-20 PSI you'd be 320/400 tq.. Even at 17 PSI i was 406 TQ, and i dropped to 14 PSI at redline and still made 307 WHP.

As for the boss, i think it's perfect for you, but any internally gated turbo that chokes at top end will force the wg open due to back pressure if a light spring is in the WG... To combat you will need washers to limit the range of movement. The down side to that is you will ALWAYS run that boost of the washers.... You still need a boost control to control the boost and the washers are there to ensure that when the back pressure builds it still goes though the turbine housing instead of the wastegate.

 

[IJ.]

Did you guys get the anemic Turbo Trans Am in 1980 or so? Not to be confused with the 89 Anneversary with the Buick drop in.

Nah Turbo OEM cars weren't big here at all back then.

Lots of shops with NFI were turning out "kits" that fit my above description though.

 

[Toy-Rific]

In that environment then yea, response is key and lag is the enemy. The boss turbo will still have a good powerband (3500-6500) and fast response. If you're rpms are lower then that coming out of a turn, you're doing it wrong. You can try for an O trim turbine if they offer it over the standard T4 P trim wheel. Its a bit smaller and will come on sooner, but wont make as much top end power (still make the 400 you're looking for with a 57+ T04e wheel or t04b 60-1/62-1).

The CT A/R is probably .4x or so.

The stage 4 that I offer is also called the "O" trim, they are both the same wheel.

 

[Beals]

You have lots of juice in the CT if you really wanted to push it...

4 washers on the WG to limit how much the WG can actually open, set the boost to 18-20 PSI you'd be 320/400 tq.. Even at 17 PSI i was 406 TQ, and i dropped to 14 PSI at redline and still made 307 WHP.

As for the boss, i think it's perfect for you, but any internally gated turbo that chokes at top end will force the wg open due to back pressure if a light spring is in the WG... To combat you will need washers to limit the range of movement. The down side to that is you will ALWAYS run that boost of the washers.... You still need a boost control to control the boost and the washers are there to ensure that when the back pressure builds it still goes though the turbine housing instead of the wastegate.

isn't 17lbs pretty much the max efficiency of a ct26 even with the best internals you can find? I would say the boss jr. 20 year old turbo technology is not the way to go for autocross. It will give you the more even powerband at the top end and be just as quick of spool if not better.

edit: oooops I was looking for something irrelevant in the search and started reading this lmfao

 

[Nick M]

edit: oooops I was looking for something irrelevant in the search and started reading this lmfao

Don't sweat it. They don't sell that turbocharger anymore. But the JT series is still out there.