Unfortunately, I chose to go with the chinacharger....

Ebay I suppose....

Should have ponied up for a 'real' turbocharger, will NOT go into detail on this forum.

Friend who builds fantastically high hp/tq Mustangs and Chevy's said it's basically a T25? Again, dunno what exactly this turbo relates to on a 'real' chart of available turbos

 

I PROMISE I'll get it on a local Houston dyno before our cool weather goes away, which is usually around early April, then the oppressive heat sets in.

I've got some 'prototype r&d issues' that need to be addressed by Corky & Stephanie before I want to really wail on it.

For right now, I just zip around, lightly getting into boost, short bursts at a time.

I'm going to shoot Begi a follow up email after this Sunday, which I'll have had the car for a month and +/- 500 miles on it. I want to help ensure that new customers of the A/O kits get any kinks worked out BEFORE theirs gets shipped out.

My tuner/builder/fabricator friend who recently built an 1100 whp '12 Shelby GT uses a reputable dyno guy, but it's like 60 miles away.... and that can be a whole day adventure in Houston traffic. I got to ride shotgun in that nasty Shelby, absolutely terrifying how squirrely 3900 lbs of coupe can get going triple digits. In other words, it truly HAD traction issues at full supercharger throttle close to 100 mph's before the suspension got upgraded... didn't get to ride in it once the suspension was fixed.

For now, I'm looking for good, accurate, affordable dyno folks on the west side of Houston for me to get an updated, separate dyno chart.

 

I just don't get it at all.

According to the many online fuel sizing calculators, you need a fuel pressure in excess of 150psi to make 230whp on stock MX5 sized injectors.

I used RC Fuel Injection just fyi.

 

Again, dunno....

First turbo car, lots to learn on my behalf...I do agree that the injectors are maxed out regardless of the actual hp numbers.

I've seen the Lonestar Dyno in person, browsed their website, have no reason to doubt their numbers.

Hope that I'll feel more comfortable getting another graph from a 2nd source soon, just to compare the figures.

Another thing.... that dyno was done in the brutal heat of summer on June 30th, conditions in the shop were in the mid 90's. I'm pretty sure I'll see better numbers in ambient temps somewhere in the neighborhood of ~ 50*F.

Butt dyno, which we all know is worthless, tells me I'm getting from A to B much, much quicker than I was pre-turbo

 

Do you have a wideband gauge installed that you can watch? If so are AFR's that good in boost on it?

 

Math doesn't matter in Margaritaville.

 

especially not if repeatable with at least 4 different setups...

 

My Margarita stained brain is struggling to remember the '99+ injector size. A scrap of memory, probably the only one available after a Saturday in Margaritaville, looms up in the fog and says 240. Probably a memory bit from the early child hood times in Mville. Those were the days.....

So, 240 will have to do for the stupor of the moment.

That ought to convert to about 23 #/week.

That in turn will look like 23/.55 = 41.8 somethings, but I can't remember at the moment.

168 horsepower maybe

Then, with the ability of our Aussie tuner, enhanced greatly by the fine Aussie beer, he claims to be the king of Beerville, (and probably is) ( a fact of importance if you have any Aussie friends) (and certainly important here) (I'll explain another day)...anyway, where was I? yeah, beeville, then, uhh, extending the duty cycle from 60 to 100%
will add another mug full, probably about 10/6 (1.67) x whatever it was, maybe then we could get the 200 hps we wanted. I can't handle 1.67 times 168 in my head in the present condition. Casio says we have plenty of gas. My wife concurs.

I can't remember the tuner's name right now, but it will come soon. But, whomever, whatever, wherever, he's the brightest beer drinking, hard driving, 48 year old, Leo, motorbiker, Brisbaner, tuner I've ever crossed skid marks with. I suppose that might have narrowed it down a bit much.

Anybody know what month of the year the Aussies drink the least amount of beer?

I have kinfolk in Tampa. They keep me informed daily on the arithmetic abilities of the folks down there. The data kind of tugs at your heart when in a condition to be able to read. A profoundly sad situation.

Mr. 5 shoot, don't quit your day job. But DO, lift a Margarita with me sometime.

cheers, corky





Don't quit your day job

 

If I posted that it would have been funny, but right now at best its bad taste.

 

Opps, forgot to correct for another item.

You are correct, I do that often. My apologies to all.

corky

 

This should alleviate everyone's concerns.

 

stock injectors, ran at 100% idc, in hot weather, on pump gas, at 12-12.5AFR
what happens when the car goes into lower elevation and colder, more dense air?
the question is rhetorical. no need to put the margarita down to answer this

 

What the flying .... is that drivel?

I made out 200hp somewhere in there. Stock injectors will just about support 200 flywheel HP, if you're willing to run them to 100% DC, that's a bad idea in it's self.

Your setup is claiming to make 30-40 more than that again.

It just doesn't add up at all - unless in reality it's making 180bhp, and everything else is hyperbole.

 

The difference between practice and theory is that in theory, what works in theory should always work in practice.

Or, to quote Jimi Hendrix, there's too much confusion here.

 

And; Try about 140 hp x 1.67 == 230

suggests lean. three simultaneous test gauges said not lean. 30 hps above our goal too.

Perhaps a bit bigger injector for stock. Maybe a bit higher fuel pressure. Maybe all the gauges were on vacation.

On the ChiCom turbo. It is ordered from the US importer. Over the last few years, the non-real turbo has had about 2 per hundred failures. Not a killer, in my view. Wouldn't be at twice that. It IS more prone to rear seal leakage of oil, hence needing better oil control than a Garrett. A bit more logic will be brought to bear on that problem than a simple restriction. Later. Not much later.

Is the Garrett a better turbo? Absolutely. Can you order up a Garrett in the A/O. Sure.

If you want to argue about us not reaching the goal of a modern design producing 200 rw's on stock injectors and the fuzz ball turbo, good driveability, and safe operation , go for it.

corky

 

How the hell is this thread still going?

 

No one is required to stay with stock injectors. The Aussie whiz can program for up to 450cc/min. That's a 41 pounder.

corky

 

When I ordered the S6 kit, I asked Stephanie about this very kit discussed in this thread, she told me it didn't make any more power than the S6 and wasn't any cheaper so I would be fine not waiting for you to finalize this kit. I believed her.

My bad,

Keith

 

two really good points.

 

Yeah, we have multiple guys saying that Yellow Tops (425's) are not enough for 240whp, and this thread saying that stock (240) is adequate. I still cannot see how both answers are correct. I'm not even debating 85% vs 100% DC.

The other variable is the red line. If you stop at 6K, then your 100% is 20mS, but if at 7200, then it is 16.7mS. So you can squeeze more out of smaller injectors if you lower boost (power) at high RPM.