1.6L - T3 ChinaTarder on MS3X 236hp/235tq
11-16-2010, 10:42 AM
#22
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nope. i need constant praise. i want an 11 page long thread full of plot twists and heartbreak. and in the end we all learn the hero's path isn't always the path to righteousness.
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11-16-2010, 11:02 PM
#27
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Great numbers scott!
Are you claiming your 11% torque increase is due to sequential injection? What is your duty cycle at the largest torque difference?
It's quite interesting how similar your turbo looks/measures to be to the garrett unit but a big difference in performance.
Are you claiming your 11% torque increase is due to sequential injection? What is your duty cycle at the largest torque difference?
It's quite interesting how similar your turbo looks/measures to be to the garrett unit but a big difference in performance.
Win!
not too shabby for a $170 turbo running OTS parts. Only change from before is running Seq. Fuel. I ran on this same dyno in March and I'm happy with the power it's outputting. Same boost, same setup, like I said, only major change is running seq. fuel and a tightened timing belt
. It's running the same spark map - just a lot more fine tuning.
not too shabby for a $170 turbo running OTS parts. Only change from before is running Seq. Fuel. I ran on this same dyno in March and I'm happy with the power it's outputting. Same boost, same setup, like I said, only major change is running seq. fuel and a tightened timing belt
. It's running the same spark map - just a lot more fine tuning.Each cylinder only squirts once per cycle and I have a timing map that injects it based on the crank position. More efficiency.
disregard the AFR readings, my first run was majorly rich, and it seems my sensor is a good 1 point off from their readings...I was shooting black smoke; I need to recalibrate and figure out why, this happened last time I was there and could explain my sub-par MPG.
disregard the AFR readings, my first run was majorly rich, and it seems my sensor is a good 1 point off from their readings...I was shooting black smoke; I need to recalibrate and figure out why, this happened last time I was there and could explain my sub-par MPG.
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11-16-2010, 11:29 PM
#28
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The high intake temps might have effected the top end output negativrly, but probably not by much. I need to see logs from others of the day to see if they had the same high AIT issue if it wasn't just an undersized fan being used or if I really should step up to a bigger intercooler.
It was a 60-65*F day out during that pull, I hardly see over 120*F on a 90*F day going through gears in boost.
It was a 60-65*F day out during that pull, I hardly see over 120*F on a 90*F day going through gears in boost.
Disclaimer: This is my opinion, based on numbers from my car only, and although I went to 3 different dynos this year, (2 mustang and 1 dynojet) this may not be representative of the community as a whole. ie -I welcome your comments...
Your numbers look very good. The car must be a blast to drive.
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11-29-2010, 09:35 AM
#34
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I just searched exactly what i said, "t3 turbo 60mm v-band," included titles and description, and WOW the 8th item down was this:
http://cgi.ebay.com/T3-Turbo-charger...item2eb16fa95f
http://cgi.ebay.com/T3-Turbo-charger...item2eb16fa95f
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11-30-2010, 08:51 AM
#37
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The only changes from the dyno in March to the dyno in Nov were this:
- Tightened my timing belt. (My tensioner was loose and TB had sloop)
- Replaced a 90° bend & 4x9x18" muffler with a three 90° bends & a 5x11x22" muffler. So I actually added restriction.
- Added MS3X and rewired for Seq. Injection and Ignition. (I was running wasted spark on both pulls.)
- Tuned Injection Timing Table.
- Replaced Transmission
Everything else was the same, including the spark and boost map.
I forgot about the tranny swap, I did that at the same time I did the exhaust. That could have easily had an effect on the power output, it was whining like crazy before I removed it and it drives much better since the swap. I pretty much killed my rear, tranny, and block in 2009 at the last dyno day up in DE. I drove 2 hours on a rear end with no fluid. The car never felt the same after that, my transmisson started howling at me and the rings pretty much let go on the dyno. This is why I had poor results with my custom Intake Manifold. I ended up selling it to pay for a new rear end and eventually had to replace the block; the trans was the last piece of the puzzle.
Whatever the case, I'm pretty happy... I would just like to see better low end still, but I simply just need a 1.8L.
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12-01-2010, 10:00 AM
#38
Great results! Thanks as always for sharing your info, I hope to get mine to the dyno sometime soon. I am also running sequential fuel injection thanks to the DSM ECU that's calling the shots and have wondered if there's been any power/efficiency gained from that change.
I am running the same turbo and I have the most incredible urge to throw a bigger wheel and compressor housing on it over the winter to see what would happen. I'd hate to lose any of the low end though, it makes the car very enjoyable to drive. Have you ever thought about doing so?
I am running the same turbo and I have the most incredible urge to throw a bigger wheel and compressor housing on it over the winter to see what would happen. I'd hate to lose any of the low end though, it makes the car very enjoyable to drive. Have you ever thought about doing so?
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12-01-2010, 10:06 AM
#39
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not really. I had a larger wheel before, you can see the comparison on my first few posts: A 60 trim vs. the 50 trim wheel currently.
Since I have a stock motor I'm really limited to my power output, so I wanted to try a smaller turbo to help utilize the most power I can within my power limit. I bought this ebay turbo for ***** and giggles to see how it would perform with the intention of swapping my spare 50 trim wheel on my genuine T3 with a Super 60 wheel but found no real reason to pull it off.
Since I drive the car as a DD, for the most part, having more low-end torque is much more enjoyable than useless top-end, especially when I don't want to breach 250rwhp. So a larger turbo will have less low-end grunt and a smaller underpowered powerband.
Since I have a stock motor I'm really limited to my power output, so I wanted to try a smaller turbo to help utilize the most power I can within my power limit. I bought this ebay turbo for ***** and giggles to see how it would perform with the intention of swapping my spare 50 trim wheel on my genuine T3 with a Super 60 wheel but found no real reason to pull it off.
Since I drive the car as a DD, for the most part, having more low-end torque is much more enjoyable than useless top-end, especially when I don't want to breach 250rwhp. So a larger turbo will have less low-end grunt and a smaller underpowered powerband.
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