s3's on a stock turbo 9
Be aware that a big exhaust cam that opens the exhaust valve early will kill spool and bottom end torque on a stock turbo. The engine dynamics on stock style turbo are not conducive to early exhaust valve opening. The loss of cylinder pressure from the power stroke outweighs the reduction in pumping losses. I'm not sure you'd see much of any gain going from an S2 to an S3 on a stock turbo, but you might lose a bunch on the bottom.
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
if you dont mind spending the extra cash on your valve train and your a drag racer then go for it. you're going to give up some spool time but will see some gains on the top end.. if you are an autocross guy or street car guy who doesnt want to run upgraded springs then the S1s are awesome. we designed them on the factory spring to give nothing but gains across the entire rpm band... which they do and have been proven time and time again...
remember.. Lucas and aaron say can tuned more till i fix WGA arm to tight and they have found 0 Knocks from 3 pulls so they want tuned more and crack up and break 400whp till knock
always taking it to a technical stand point.. i just say dont do it.. you give out the why's..
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
Also seems like everyone got thier answer on the S3's.
always taking it to a technical stand point.. i just say dont do it.. you give out the why's..
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
Chris
always taking it to a technical stand point.. i just say dont do it.. you give out the why's..
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
martin what do these numbers do for you?
268 11.00mm 212
268 10.80mm 212
274 11.5mm 230
274 11.5mm 230
280 12mm 240
280 12mm 240
can you say R1, R2, and R3 oh no did i let a cat out of the bag?
Hmm...
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Okay...NO. I am also on S2s and I do not have a very "extrem" build in my opinion.
Chris' car is not "down" 30 ft lbs. His car is still 30 ft lbs up from where it was last dyno because of the bigger cams. The problem with that car is not cams, its the WG is not tight enough and probably wasnt tight enough last time either (preload). With the MBC all the way to max to still only made 24-25psi. The car could take an easy 26psi spike and pick up most of the torque its "down". It might even be able to handle a little more in fact.
The Kelfords C cams or the GSC S3 arent substantially bigger (advertised at 280's) for the IX like they are the VIII. Alot of cam tech can be applied from domestic engine theory directly to what we are dealing with.
Chris' car is not "down" 30 ft lbs. His car is still 30 ft lbs up from where it was last dyno because of the bigger cams. The problem with that car is not cams, its the WG is not tight enough and probably wasnt tight enough last time either (preload). With the MBC all the way to max to still only made 24-25psi. The car could take an easy 26psi spike and pick up most of the torque its "down". It might even be able to handle a little more in fact.
The Kelfords C cams or the GSC S3 arent substantially bigger (advertised at 280's) for the IX like they are the VIII. Alot of cam tech can be applied from domestic engine theory directly to what we are dealing with.
