How did the fuel pump perform on the rad? Did it need upgrading or was it fine with the 300-320 range?

 

I have also heard from several different shops that when you are reaching the big four-o-o you need a new head gasket and bolts. After that you s/b good until five-o-o when internals need to start being upgraded.

 

The stock pump and injectors are supposed to be good through 350. But then again, what dyno are we talking about?? Recently I've noticed a few shops dynoing stock X's at 180-200, which just sounds funny, even though the only thing that REALLY matters is the delta and corresponding % increase; in fact we need to like initiate a new system for reporting power gains. For instance 50 whp gain for a car that dyno's stock at 200 vs 300 are pretty significant differences. Instead we should say 20% ((250-200)/250) and 14.3% ((350-300)/350). Mhhh, whatever, end rant

 

i agree, hence why i did my baseline dyno reading and have had it dyno'd on the same dyno since so i can get the relative improvements per upgrade

what i'll do is see what the results are when tuninig to see what idc are and how the fuel is coping, if not, then upgrade then... this time next week, should be cruising around in the new rad turbo

 

If I can just throw something out for comment...

I logged my injector duty cycle at the track the other day (finally), and was touching 80% IDC towards top of 3rd gear. That's if I got my calcs right, of course.

This is a boost-pill tuned RA, stock turbo & exhaust, with boost tapering to around 14psi at redline. Mixtures at 11.0:1 on the wbo2.

I'm wondering to myself if it would be possible to get the RAD t/c fitted with a less aggressive wastegate actuator than 20psi (IIRC), to allow for a bit of IDC headroom for those intending to run stock-everything-else.

And forgive me if my terminology is wrong - I'm still in novice-world, where it's 90% keyboard-centric tuning!

Rich