After a day with it I can say that the numbers craze is dying down for me. The car really feels solid on the road which i noted in my post. Its a mild, stock looking car but when you lay into it its undeniably very fast. Had a fun night hanging out with Jack, XME/Tom, Ed/Evotech tonight.

For those not from the tristate area the weather conditions of late are certainly not condusive to making power which I probably should of emphasized more. Im lookign forward to hitting the track and seeing what type of numbers it puts down.

Also, as I stated from the beginning my post was not to assign blame or to down what has become a very enjoyable setup. I was looking to give the full picture of my experience which included a number which just wasn't quite in line with what people may expect. Al has known me long enough to understand that although I'm looking to make power I'm by no means willign to do it at the expense of reliability or repeatability. Even in the heat I'm confident we could've made more going further but I'm glad Al acted as a check on my momentary insanity.

I also did a compression test tongiht and it checked out fine, 175-178 across the board. Going to check it again tommorow as i came across a slight aberration on my first attempt at testing it.

 

Is this Corrected number??T ry STD corrected and see what number .

 

His car is just another example to me of how the dyno is just a tuning tool used to set up the tuning parameters properly. People need to look at the dyno more like a wrench or a scan tool. Tuners have a whole range of tools and a dyno is just one of them you use to set up the car properly.

Sadly, MANY customer's pyschie and personal well being seems to be centered upon a dyno number which in nost cases has little revevance in the real world. I have seen many a customer irrationaly upset when they did not get the desired dyno number they "expected" and I have seen many customers jumping around on cool December days when they made record dyno results from cold air.

For Mike's car these are the factors I look at in acessing the results

1 - Its a totally safe tune on reasonable boost levels. He can drive like this as a daily driver every day with no worries.

2 - It made 100 more whp than a alcohol tuned car with stock turbo and similar staged parts that was on the dyno right before it with similar boost levels. (330 stock turbo vs 430 GT3065 turbo). The stock turbo car was down 30 - 40 whp also due to the temps and conditions as well.

3 - It has 100% stock like driveability and seemless throttle transition and excelent idle characteristics.

4 - The between shift lag is very minor if you shift fast which gives it a huge advatnage over a GT35 which falls off boost when shifting at 7800 rpm stock bottom end rev limit.

5 - The cost of thye kit is very reasonable and the cast manifold is a huge durability factor.

6 - If he came back on a day that was not over 100 degrees he would pick up significant power levels.

 

yeah I absolutely agree.. The one thing I told him was he was making 100whp more than he was before..

And I have the GT35r, no question his turbo spools alot faster and doesn't fall off when shifting like mine does.

The tune feels real smooth, and it makes power, its nothing to be disappointed with and certainly is something I'd be happy driving! Can't wait to finish up my car and get the higher boost pump gas tune dialed in.

 

Hey mike,jack,ed sorry guys couldn't make it out last night.If you want we could meet up tonight and make some pulls with our cars.... mike and mine ,and see the difference.Please let me know call me to thanks.I would really like to see the differences in the two.

 

One additional point worth noting with Mike's car was the "boost comp" like nature of the tuning calibration

We did 3 pulls back to back - 27 psi - 26 psi and 25 psi on the dyno and the a/f curve was identical on each one of the pulls with the power exactly 10 whp higher per psi of boost

With the advanced map view graphing on the ecutek softwear and a progressive alcohol injection it is possible to keep the same tune and it will run consistantly from 20 psi all the way to 28 psi with an identical a/f curve and the proper ignition timing

I will post his dyno sheet when i get back from tuning on tuesday

 

I wouldnt worry about the dyno numbers...

We just swapped a 3052 for a 3065 on our DSM and it honestly didnt gain that much power yet. We ran the car a few weeks earlier and hit a 10.9x @ 128.xx The new turbo we only ran three runs and the only clean run ended up with an 11.1x @ 129. The car was running the same boost (~30 psi). I would honestly say this turbo doesnt hit as hard as the 3052 but it pulls much much longer. It seems this turbo likes to be spun past 7k and likes it above 30psi.

 

Al, what was the injector duty cycle??

 

Well I just got tuned by Jestr here in Orlando and made a bit more power. But also I only look at it as a tuning tool as Al stated. The TQ line is flat and keeps pulling all the way to redline. I am impressed by Buschur and Jestr bringing this combo together is awsome. The car has a lot left in it by some of the mods I dont have yet. I am still running the stock UICP (popped off once) and the air filter is holding it back right now. The car is an animal on the street and wish I had enough motivation to head to the track with the rest of the people tonight, but thats another day.

I wont be posting up my numbers since it's only a number and all dynos are different but it's above 430. Torque is right around 390.

 

Just to add further trivial data on this turbo, back in the day the pruven orange 1 g went 9.6 @ 142 with out nos and a best speed of 149 - the turbo has a lot of potential on built motors with race gas and high boost

 

did you ever find a solution to the wastegate clearance issue?

I have been searching endlessly for a 90 degree metric 10x1.0 fitting to replace the large banjo bolt fitting with no luck yet.....