I haveon a stock motor, stock head, stock tranny,stock converter its a waste of $.a 44 with a garret.63 and a d5 can go low 11s and have perfect street manners,if he then wants the 10 sec money pit he can sell the 44.
Also, I would never run a 30 year converter hard...asking for issues.Yep and I'm glad you mentioned it. Because I will invest in a fuel gauge I can view.
the stock turbo on a stock motor can run 11 sec ets,its not easy to do but a larger turbo actually will run slower until its boosted up.
Do you have hood mount or do you have a transducer wired up to gauges?I look at fuel and alky pressuresits a lot cheaper than my motor
I have electrical gauges in the car.
I agree...I also have the 6262BB and it spools super fast.
What kind and are they plug and play? I would really like to get both.
for alky pressure,alkycontrol tester kit,and speedhut for fuel pressure.
I've cut many Garrett .63 housings for guys with inadequate converters and combos. Plenty for 57-65mm turbines after the owner realized that the ball bearing won't offset a lousy converter combo with a low compression stock head engine. The exhaust housing usually isn't enough either. The problem is magnified with MAF and exhaust restriction. For 10 sec or better power there is nothing that will touch a properly built non lockup converter like a PTC. There are a couple that are very close in comparison when ordered specifically for the engine max output but they won't cover a second range in e.t. Like the 9.5" PTC will. I've got hundreds of logs with different converter/turbo combos. The biggest gains I've logged with ball bearing is when the engine is lugged and rpm is below 4000. At that point you will notice it especially if the converter is built tight to deal coupling because it's design limited and can't work like a properly built race converter. But if the engine is loaded and RPM is at 3800-4000 just about any of the 3 bolt turbos available will spool in well under a second. You are not going to have a quick spool with any P trim turbine unit if the converter is a lockup and is 2600@0. Just not going to happen. Now the same design converter will be pretty good if loosened so it's 2800-3000@0 with a P. But it's unlikely you will be able to couple the power of any P trim turbo that's all in once that converter is loosened. Of course if you had a lockup you could lock it but you'd be throwing away a lot of e.t. in 1st and 2nd gear with that loose converter and then loading the hell out of the engine in 3rd likely causing boost spike at flash stall. That usually spells disaster for any regular chip car and if it didn't the fueling was likely very rich down low. A 17 blade stator 9.5" PTC works so well at the 60-70lb/min level with just about any turbo on a small hyd cam engine it's almost unbelievable. I was shocked myself the first time I saw the effects of that converter design over the stuff that was typically used at that time. It wasn't a little difference. It was huge. A couple tenth and a few mph with no other change on a few different examples then some went almost half a second faster because they were able to lay into the turbo harder and not blow through the converter like they were previously. The 44 or 49 with the Garrett .63 is still a winner with a stock converter. Not going to out spool that with anything with a stock converter that will support 50lbs/min or more air. If you have any exhaust leaks with the stock or even a re-stalled stock converter all bets are of and performance will suck. I've seen cars slow down half a second because of exhaust leakage.
I would guess its at least in the 85lb+ range but not without severe back pressure.
. Thanks for the reply