NA-T, not your average question
- Thread starter Clip
- Start date
There's not really much, if any room for adjustment, Clip. the only option is getting a WG actuator with a lighter spring, but I dont know where you'd find one that would be a bolt-on affair.
I'd say 0PSI if you have a really shitty turbo 
But seriously, I'd say that if you have a decent CT26, and get a worn out actuator (worn spring), then you can probably get it to max at 5 or so PSI. Maybe post a WTB for a weak-springed actuator.
But seriously, I'd say that if you have a decent CT26, and get a worn out actuator (worn spring), then you can probably get it to max at 5 or so PSI. Maybe post a WTB for a weak-springed actuator.
youve also got to understand the compressiuon side of things. Turbo motor low compresion(ever not run boost in yout turbo car...its a pig) na motor higer compresion so if you run 6 psi your running alot more compresion. rember all a turbo does is force feed Air (more air in a little aera equals more compresion) thats why guys with gte run high boost 20 25 psi and get 300 horse. and ge's run 10 and get the same.....and then blow up because of too much compresion the det and boom. i am running 7psi with standalone tuned by myself. im going on a year no problems and and loving it.
^ first, you bumped a thread that was dead for about 6 months.
second, we don't run anywhere NEAR 20psi to get 300hp. at 15psi on a DEAD turbo, i made almost 300rwhp. (nearly 340 at the flywheel).
and as was previously stated, if you don't cut corners, and TUNE the car correctly, you should be alright.
-shaeff
second, we don't run anywhere NEAR 20psi to get 300hp. at 15psi on a DEAD turbo, i made almost 300rwhp. (nearly 340 at the flywheel).
and as was previously stated, if you don't cut corners, and TUNE the car correctly, you should be alright.
-shaeff
Biggest problem with this is the NA Electronics don't know it's boosting so can't pull timing to match the cylinder pressure curve and this limits how much boost you can run before the crank falls out
IJ. said:Biggest problem with this is the NA Electronics don't know it's boosting so can't pull timing to match the cylinder pressure curve and this limits how much boost you can run before the crank falls out
which makes a great excuse for a gte swap!
the numbers were guesses sorry it was a dead post i was interested in it. im sorry if i offended you.
IJ. said:Biggest problem with this is the NA Electronics don't know it's boosting so can't pull timing to match the cylinder pressure curve and this limits how much boost you can run before the crank falls out
MSD makes something that helps with this problem. it all depends what your goals and price range allow.
one possibility would be to use MAF-T in speed density, with stock turbo 440s, turbo, mani, dp, ic and piping. you would have to make your own oil/coolant lines, or you could buy them elsewhere.