i didnt change anything. what i posted to you that you just quoted are both the ball bearing results, just with a smoothing of 1. a smoothing of 1 with the 2010 green graphing shows pk tq by 4500-4600ish. the ball bearing has a definite 150-200rpm quicker spoolup.

also i have some more testing to do as far as spool, power under the curve etc.. the weather is pissing me off tho.. after im done 1-2 pulls the cars like 150F in the engine bay and heatsoaking itself.

if i cant get accuracy on the interstate with the virtual dyno then the cars going on a real dyno. i know you see it .. i have to smooth the graph so much it hides the actual gains of the ball bearing.. which sucks. i know youre a data junky.. i try to be also.. but the roads are owning me right now.

heres an example;



now this is the green graph ( journal 3.csv) vs the ball bearing. one could argue since the pulls started earlier on the ball bearing it has the advantage tho.. which i cant argue with. but ive never seen a fp black on a 2.3 hit peak tq by 4100 in 3rd gear on anyones results on this forum, so its definitely creating a quicker response.

 

im confused what do you mean the turbine has been cut back? i feel really dumb for asking this and being the owner of the turbo.

 

Tire diameter difference! .. I am sure the turbo is more responsive, I would just like to see dyno data. Even a dynojet pull would suffice after the tune is complete..That would be pretty sweet if you could pound that turbo like a garrett for years on end.

 

last year (red line 3.csv) had 235/40/18's. now the car has 255/35/18's lol. im not doing anything shady man come on now

i will definitely put it on the dyno once im done road tuning. maybe both mustang and dynojet. dynojet is a pain in the *** since i will need to screw with boost pressure to match with street tune though. cbrd is 10min from me.

im still hesistant how much boost pressure i want to run though, i dont want to break any parts anytime soon.. the car is getting ready for the buschur shootout.

to be perfectly honest with you, i was more then happy with 520whp and 480tq where i made all those videos with.. then i seen the dyno graph and started chasing numbers and up went the boost.

 

look at your pic you posted.
The turbine blades have been cut back.
This makes it spool slower, helping to control surge by reducing the shaft speed for a given amount of gas flow through the turbine housing.
It should reduce your turbine back pressure too, resulting in higher top end power.
I'm assuming it doesn't come like that from ForcedPerformance

 

very nice.

 

Clipping is the term we usually use, it may seem to make sense then, I'm pretty sure FP clips the Blacks and the Reds, I could be wrong though?

 

Here is a pic of my FP Red turbine wheel.
It doesn't look like it's been cut back as much as the black pictured

 

The new FP reds/blacks all are clipped to my knowledge.

Because road race guys kept melting them...partly.

 

dosent the spool between shifts depend on the inertia of the moving components of the turbo and the efficiency of the by pass valve when the tb closes? all else is just spool from a specific rpm/load
?

 

My fp red turbine wheel looked nothing like that, in fact it looked exactly like the FP black turbine wheel posted on this thread.

 

This was my FP Red

 

This is the 84mm Red on the bottom and stock turbo on top.

 

the turbine & compressor aero is still the same, but the ball bearing system will allow a quicker response in general because the journal bearing system is a restriction in itself as far as spinning goes.. just from spinning a journal bearing by hand compared to a ball bearing system will show you this. it allows a quicker recovery due to its easier to spin then journal.

 

that is the ugliest wga i ever seen! lol.