Godspeed GT28 Chinacharger Turbo & 1990 Miata with stock 1.8
#1
Godspeed GT28 Chinacharger Turbo & 1990 Miata with stock 1.8
Just got back from a baseline on a dyno dynamics machine. Very happy with the results. Here's what the build is:
AEM EMS
Godspeed GT28 Turbo (link in signature)
Flying Miata DIY cast manifold & 2.5" Down pipe
2.5" Test pipe
Topspeed Pro-1 2.5" catback exhaust
RX7 460CC injectors
Yonaka FMIC and 2.5" charge pipes
M-Tuned dual feed fuel rail
1997 1.8 miata motor
AEM 2 bar map sensor
HKS internal wastegate actuator
I think that's all the important stuff. I was running about 14psi on the run. I'm posting HP/Torque ad AFR/PSI.
AEM EMS
Godspeed GT28 Turbo (link in signature)
Flying Miata DIY cast manifold & 2.5" Down pipe
2.5" Test pipe
Topspeed Pro-1 2.5" catback exhaust
RX7 460CC injectors
Yonaka FMIC and 2.5" charge pipes
M-Tuned dual feed fuel rail
1997 1.8 miata motor
AEM 2 bar map sensor
HKS internal wastegate actuator
I think that's all the important stuff. I was running about 14psi on the run. I'm posting HP/Torque ad AFR/PSI.
Last edited by dustinb; 01-07-2011 at 05:34 PM.
#4
That is great for only 14psi IMO. Full toruqe at 4k with no big taper despite a basic setup. very nice.
Congrats.
Is the dip in afr before full boost to help the turbo spool up?
Its pretty conservative on the afr side.
Can you post spark map? Or pm me?
thanx
PS: I enjoy my godspeed very much also
Congrats.
Is the dip in afr before full boost to help the turbo spool up?
Its pretty conservative on the afr side.
Can you post spark map? Or pm me?
thanx
PS: I enjoy my godspeed very much also
#9
Sorry for the crappy resolution but I don't have my ftp login information on my laptop so I have to use crackbook image hosting.
Ignition map
fuel map
Thanks guys I'm really happy with the numbers. Somewhat concerned too. And the motor is totally stock. It might be time to think about buying a spare and building it up.
One more thing, this is on 94 octane fuel. We have 94 at the pump.
Ignition map
fuel map
Thanks guys I'm really happy with the numbers. Somewhat concerned too. And the motor is totally stock. It might be time to think about buying a spare and building it up.
One more thing, this is on 94 octane fuel. We have 94 at the pump.
Last edited by dustinb; 01-07-2011 at 05:07 PM.
#13
Is the left hand column psi? I'm trying to make sense of the numbers. Unless there is a multiplier, it seems like very low timing in the vacuum region. Then it abruptly drops entering boost, and continues to increase to the advance target at max boost.
I'm trying to compare to mine:
I'm considering lowering my higher kpa timing values for a safety margin.
Best run was 288/256 at 19.2psi. Yours is looking great at 5 less psi. It appears that my clutch was not holding, so I have to get it back on the dyno here in town. Maybe my numbers will be better. It was strange when mine was being tuned. After about 15psi, I stopped seeing major gains as psi increased.
I'm trying to compare to mine:
I'm considering lowering my higher kpa timing values for a safety margin.
Best run was 288/256 at 19.2psi. Yours is looking great at 5 less psi. It appears that my clutch was not holding, so I have to get it back on the dyno here in town. Maybe my numbers will be better. It was strange when mine was being tuned. After about 15psi, I stopped seeing major gains as psi increased.
#14
Originally Posted by elderc
94 octane is that @ Petro Canada ?
Is the left hand column psi? I'm trying to make sense of the numbers. Unless there is a multiplier, it seems like very low timing in the vacuum region. Then it abruptly drops entering boost, and continues to increase to the advance target at max boost.
I'm trying to compare to mine:
I'm considering lowering my higher kpa timing values for a safety margin.
Best run was 288/256 at 19.2psi. Yours is looking great at 5 less psi. It appears that my clutch was not holding, so I have to get it back on the dyno here in town. Maybe my numbers will be better. It was strange when mine was being tuned. After about 15psi, I stopped seeing major gains as psi increased.
I'm trying to compare to mine:
I'm considering lowering my higher kpa timing values for a safety margin.
Best run was 288/256 at 19.2psi. Yours is looking great at 5 less psi. It appears that my clutch was not holding, so I have to get it back on the dyno here in town. Maybe my numbers will be better. It was strange when mine was being tuned. After about 15psi, I stopped seeing major gains as psi increased.
My clutch is an ACT HDSS and it's only rated at 234torque, and I think that's at the crank so we'll see how long it lasts.
#16
Hey thanks I was really surprised. First run was 254 but I was pretty lean up top. Fattened it up a bunch and the second run was 250. I took a bit out and we let the car cool down. It then laid down that. I was in shock and so was the dyno guy. There aren't too many modified miata's up here but I am now the highest horse power one. Below me is a 258hp ford v8, then a 230hp modified MSM.
#18
Elite Member
iTrader: (8)
Join Date: Dec 2008
Location: Kingston, Ontario
Posts: 2,910
Total Cats: 51
you need to have your car tuned properly.... i bet it feels funny to drive...
the massive drop in timing at atm pressure would feel funny street driving.
should be able to gain all kinds of drivability with a good tune.
that being said, your numbers are cool.
the massive drop in timing at atm pressure would feel funny street driving.
should be able to gain all kinds of drivability with a good tune.
that being said, your numbers are cool.
#20
His timing numbers are so unbelievably passive that it may be that the turbos are very different design-wise.
This may be a good thing.