How many are running 6266 and how fast @ what psi

[bison]

Are we talking With or without driver?

With driver


BPE2013@hotmail.com

 

[20psiofevil]

I know for a fact a 6262 will support 600rwhp on a 230-260ci v6.

 

[bison]

I know for a fact a 6262 will support 600rwhp on a 230-260ci v6.

Whp is dependent on too many factors. On some cars it won't hit 600whp and could be enough to run 9's. Others could be 700+whp and not run 9's. 70lbs/min is enough to get a 3600lb car into the 9's.


BPE2013@hotmail.com

 

[20psiofevil]

Whp is dependent on too many factors. On some cars it won't hit 600whp and could be enough to run 9's. Others could be 700+whp and not run 9's. 70lbs/min is enough to get a 3600lb car into the 9's.


BPE2013@hotmail.com

True, with the right heads and cam it can make 600rwhp. It's a very strong turbo for sure.

 

[3.8L V-8 eater]

The answer to these type of questions depends on the owner of the car.....A guy like Bison will maximize his set up because he knows his chit!! The average TR owner will not get those results and should not expect them....When is the last time you saw Bison post a thread asking how fast he could expect to go with these heads or that turbo?? Rather it is I went this fast on a small turbo, full weight etc....This is not a knock on the original poster just bringing up the fact that the same equipment can a have a big variance depending on who's tuning, racing etc....

 

[bttwracing86T]

Ok so I figure I got a lot left in her. Here's a bit what happened at track 2 weeks ago car ran 11.3 @116 had to borrow friends computer to log runs but AFR on top end was like 12.5 I couldn't change using the computer he had was for 5.7 chip. So anyways pulled a crap 1.69 60' with adjustment to fuel what can I expect also was 27 psi didn't want to go higher because of it running lean on top end. What more can I expect getting it right

 

[bttwracing86T]

I believe a harder launch without the 60' spinning I'll be 10s

 

[bison]

True, with the right heads and cam it can make 600rwhp. It's a very strong turbo for sure.

A lot more whp can and has been made. Plenty of 4 cyl cars over 700whp on a 62 compressor. The rpm is a lot higher than the ohv v6 engines typically. Still translates to 70lbs/min or a little over that though. The smaller the engine the higher the potential for hp with a compressor/turbine combo as long as it can get it up.


BPE2013@hotmail.com

 

[bison]

The answer to these type of questions depends on the owner of the car.....A guy like Bison will maximize his set up because he knows his chit!! The average TR owner will not get those results and should not expect them....When is the last time you saw Bison post a thread asking how fast he could expect to go with these heads or that turbo?? Rather it is I went this fast on a small turbo, full weight etc....This is not a knock on the original poster just bringing up the fact that the same equipment can a have a big variance depending on who's tuning, racing etc....

Everything is about a "comfort zone" with an individual. The OP asks "at what psi" To me that translates into I have a maximum psi I would run in my mind and that's it but would like to know others have run so I can try and figure out how much I have left in the tank. This may or not be true regarding the OP but for most people asking the question it sure as chit is. Also when someone posts the boost level it may or may not be accurate though they think it is. I've seen 3-4psi variance amongst decent gauges and MAP sensors and plenty of incorrect MAP calibration tables in my time. All these things stacked together can cause variances of 5psi or more. So what's the right reply when John Doe says he ran 25psi? When you see 25psi and are 6mph slower are you pissed off because your engines power is substantially less? Maybe John Doe is full of chit or maybe he is unaware his gauges or MAP sensor or tables are inaccurate and reading lower than the actual. You have to know exactly where you are to be able to make a decision as what to do next or be able to compare data like that. Has the ignition timing been verified? Are my logs accurate? Am I too light on timing? Too heavy? Many things go through my mind. It's a whole other task to get all this power in as fast as possible and stick it. The comfort zone for most back in the mid 90's was 22psi manifold pressure. They thought it would blow up if going beyond that. Many stuck with that mentality though the early 2000's. Some of them had ridiculous timing curves that would be considered extremely aggressive by today's standards and would have been a lot safer running 30+psi with greatly reduced timing. All this with minimal logging and no wideband feedback. Once you get out of the comfort zone things start to happen. Some are good and some are bad. You aren't going fast by accident. Top fuel struggled for many years with retarded timing. The race teams were running timing numbers in the 30's and 40's. It wasn't until Don Garlitts (sp?) grew balls and just started throwing timing at his 426 hemi. Then chit really started happening.


BPE2013@hotmail.com

 

[20psiofevil]

A lot more whp can and has been made. Plenty of 4 cyl cars over 700whp on a 62 compressor. The rpm is a lot higher than the ohv v6 engines typically. Still translates to 70lbs/min or a little over that though. The smaller the engine the higher the potential for hp with a compressor/turbine combo as long as it can get it up.


BPE2013@hotmail.com

I was reading about an evo the other day using a 6262 running 8's. From what I gather on these little 4cyl cars using small compressors making big power is they are able to run a much higher and efficent pr than say a 6cyl can.

 

[bison]

I was reading about an evo the other day using a 6262 running 8's. From what I gather on these little 4cyl cars using small compressors making big power is they are able to run a much higher and efficent pr than say a 6cyl can.

I disagree that they are moving much more more air if at all or are operating in a more efficient zone than any other dialed in engine with the compressor all in. 75lbs/min is totally possible in good air and at a race weight in the 2800lb range could very well produce the power to weight ratio to run into the 8's.


BPE2013@hotmail.com

 

[Mr.Spool]

one must be ready to assume risk to make power and whatever boost number or timing number that makes power is the combos sweet spot.once you hit that airflow wall stripping down the weight helps the car go faster and live longer.guys on irons need more number than those on aluminum heads so right off the bat one must not be intimidated by a higher boost number.

 

[blacksheep6]

I had a rotated gtx 3576r on my 06 sti. I ended up making 540 whp. But, I had to spin it out to 7800rpm to make things happen. In order to do this I had to fully build and balance the block, fully port the heads, run a 270 degree cam, ant the list goes on. This was a ten second car. By DOING this the car was no longer fun to drive on the street because the powerband had shifted so far to the right. I have driven a ten second GN and it is a much more pleasant experience on the road. Plus it takes a hell of alot less money to make a GN a ten second car the a high reving 4 cylinder. Hopefully I will have a GN sitting in my garage in the next few weeks!

 

[bison]

one must be ready to assume risk to make power and whatever boost number or timing number that makes power is the combos sweet spot.once you hit that airflow wall stripping down the weight helps the car go faster and live longer.guys on irons need more number than those on aluminum heads so right off the bat one must not be intimidated by a higher boost number.

The heads matter less once your all in with the turbo. Exhaust pressure compared to manifold pressure is a better indicator of whether or not you are all in.


BPE2013@hotmail.com

 

[Mr.Spool]

The heads matter less once your all in with the turbo. Exhaust pressure compared to manifold pressure is a better indicator of whether or not you are all in.

that is what I have seen as well.it was hard to believe at first and it seems the billet comp don't heat up the air as much while pushing the airflow

 

[Mr.Spool]

I had a rotated gtx 3576r on my 06 sti. I ended up making 540 whp. But, I had to spin it out to 7800rpm to make things happen. In order to do this I had to fully build and balance the block, fully port the heads, run a 270 degree cam, ant the list goes on. This was a ten second car. By DOING this the car was no longer fun to drive on the street because the powerband had shifted so far to the right. I have driven a ten second GN and it is a much more pleasant experience on the road. Plus it takes a hell of alot less money to make a GN a ten second car the a high reving 4 cylinder. Hopefully I will have a GN sitting in my garage in the next few weeks!

that is because you have to wait till 7500 rpm to get the power,i prefer to get the power to come in sooner

 

[bison]

that is what I have seen as well.it was hard to believe at first and it seems the billet comp don't heat up the air as much while pushing the airflow

The material or design of the wheel doesn't prevent it from operating below a certain efficiency. It may support more mass flow for a given design but still has a point where it runs out of useful air. Typically high 70's efficiency then it tapers off to below 65% as it runs out of steam. It's also entirely possible to limit the compressor because the turbine is a mismatch or the diffuser is to small in the compressor cover.

 

[blacksheep6]

that is because you have to wait till 7500 rpm to get the power,i prefer to get the power to come in sooner

Definitely didn't have to wait to 7500 to hit that power. The power band shifts to the right. I still had 3500rpm power band but I didn't get into it till 4000rpm. I agree I would like to hit full boost a bit earlier as well.

 

[Mr.Spool]

The material or design of the wheel doesn't prevent it from operating below a certain efficiency. It may support more mass flow for a given design but still has a point where it runs out of useful air. Typically high 70's efficiency then it tapers off to below 65% as it runs out of steam. It's also entirely possible to limit the compressor because the turbine is a mismatch or the diffuser is to small in the compressor cover

Hard to find that point as comp maps seem top secret these days,I get the shafts speeds up there and look for boost dropoff while watching for higher inlet temps.

 

[bison]

Hard to find that point as comp maps seem top secret these days,I get the shafts speeds up there and look for boost dropoff while watching for higher inlet temps.

Ive found that the comp map isnt the tell all anyway. Ive ran way off the maps and still picked up power with some wheels. Exhaust pressure should be looked at also