Awsome Charles, thanks!

You can click on the center picture and see how the middle section was welded offset from the right curved piece. It is also very easily seen in the right picture too. There are about 3 other sections welded together that look exactly like these pictures.

 

Here is a little "breaking new".

I have Philly EVO's car here. The engine was blown up in it and he hauled it here on a trailer.

We rebuilt the head (not ported), installed a stroker shortblock. He has 272 cams, some other companies exhaust with a resonator in it, our Deluxe FMIC, our upper i/c pipe and battery kit. Stock intake manifold, stock tb, ported manifold, SS 02 housing.

I dyno'd the car on pump gas, 93 octane, no alky. AEM EMS.

This car too was very knock prone. It was hard for me to make power with it as the timing numbers I had to run were much lower than any other car I remember doing.

Still, on the straight 93 octane on our dyno made 315 whp/315 ft lbs with it. That is a good number on our dyno.

On race gas the car came alive. With straight C16 in the tank and a peak boost of 28 psi falling to about 22 the car made 365 whp and 375 ft lbs of torque. My RS that everyone thinks is a ringer of some sort and over built only made 385/395 and I had 280 cams, race FMIC, ported intake/TB, Stage 3 head etc.

The turbo seems consistant in making very good power numbers. The car is FAST on the street even on just the pump gas tune at 20 psi, which is where the car was dyno'd.

Here is the chart from Philly's car.



David Buschur
www.buschurracing.com

 

This is a stroker motor with an unported head and it still can't hold boost even with the AEM EMS that you raved about just a week ago or so?

 

Evol VIII, not sure if you meant to come across with a much hate as you did but my guess you did?

Yes, this is a stroker with an upported head and IT CAN hold boost with the AEM EMS. I am not controlling boost with the AEM EMS, the customers car has a Hallman manual boost control on it and that is what I am using.

Thank you for you input.

David Buschur
www.buschurracing.com

 

No Dave not trying to come across with any hate, so sorry it read that way. I do have some of your products on my car by the way.

Just didn't seem to make any sense because I figured you would have had the EMS controling the boost after how excited you got about it. It isn't hard or expensive to throw on the GM boost solenoid so I don't know why some one would not do that after all the expense of buying the EMS.

 

Nick just called me and said my stock manifold just arrived at the Buschur shop. I can't wait to get he ported and coated unit. I am hoping the knock is eliminated with the new mani.

I will update this in a couple weeks after a retune.

 

We did get your manifold and just sent out about 15 of them yesterday to be coated. Going to be a few weeks for us to get it back out.

Evol VIII, I apologize for taking you the way I did. As you know, many times all you get is hating on here I assumed wrong.

Philly didn't ask to have the EMS hooked up that way and the car actually made good power like it is, so I didn't feel the need to add to the confusion of the standalone for him.

David Buschur
www.buschurracing.com

 

FYI: Forcing the turbo to hold boost isn't necessarily going to make more power. Once the turbo hits the limit of its efficiency, it's done.

 

Even though the efficiency is out of range, the additional charge air can be made more efficient for additional whp and especially torque. This is accomplished with charge air cooling devises such as meth injection, n20 and the like. Pressure is pressure as long as it is not so hot that it causes detonation.

 

In the meat of the torque curve, higher pressure in the midrange isn't as great an issue because the rpm isn't enough (hp isn't enough) to tax the flow capacity of the turbo.


Pressure is but one factor that contributes toward increased air mass (the only thing that makes more power). At high rpm, the turbo reaches its useful limit, and there will be no more power.

 

Ted, I think you should buy out TTP

David Buschur
www.buschurracing.com

 

Not for sale, sorry...

I am certain 34.1psi is not within the compressor efficiency range on the flow map for the 16g. Yet it makes power and tq.

 

Overspeeding the compressor off the top of the map can make a bit more power and torque in the midrange, although it's in the range of diminshing returns. Like overevving the engine however, the tradeoff is reliability and longevity of the turbo.

 

Longevity and reliability was not the arguement. We have yet to prove a shortened lifespan of the turbo on the same token. If and when ours fails, we will let you know so it can be proven one way or the other.

 

I made no contradiction. The volume of flow is independent of pressure, and differs sharply at 4krpm than at 8krpm. This is (or should be) self explanatory.

What's the difference in torque between 32psi and 34psi?

. . . how about 30psi and 34psi?

If it's 50 ft/lbs, then we have something to discuss. If it's 10 ft/lbs, it's moot.