TE60......when is it out of breath?
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Once you have a motor that will max out your turbo, then you will need a bigger turbo if you want more power. Have a friend that lives close to me here in SC. We were both at RCG open house in May, He had Bison tune his car as he does every year. This time he made 701HP. Bison told him his turbo was done, he would make more power moving up. Now he has a 64/66 to go on next. With your stock heads and cam you are not going to max out your current turbo.as your motor can't eat the air that turbo is trying to push in there.Well I hear a lot of folks say that many guys never max out their turbo.........I'm trying to cross myself off that list. I've been fumble fuk'n with this thing since 2008, all I've done so far is Comp 980's and a fresh real main seal motor wise. Built trans myself in the garage with Dave's parts and converter 2 years ago now I guess, and it still shifts like it did the day I installed it. Touch wood
Lol
Nigel I see you run a 44 with a 206 roller and ported heads. How much psi did you require to run the 11.5?
You can find your answer several ways.on the street put a stopwatch on the car and see if it gets faster as you turn it up or have a friend do it.you can also mark off a section of road and see if the car makes more mph to that mark as you turn it up.you also can add boost and watch to see if the car uses more fuel.
I'm getting a little boost drop off, so I was about 28psi in the beginning and 25-26 by the end of the run. Nice cool weather.
Here's a TA 49 on an engine with some light head work. Bowls cleaned up. Has a better stock location Intercooler than stock. This will run low 11's its on a stock converter and spools fast. Higher number after pulling 2* of timing and locking converter. Over 50lbs/min of air. A really good set of heads would probably get it up around 500whp unlocked. Manifold pressure would be in the low 20's. Running a 60-1 the most power I ever made with one manifold pressures were in the low 20's. The compressor isn't happy running high pressures. About 90* for these dyno hits
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Bison, nice example, thanks.
Would you be willing to share if it was a stock cam, compression ratio, and what fuel?
I am not trying to set any records but I like to tweak and understand what makes it tick.
How much difference with the intercooler vs stock with a neck?
Would you be willing to share if it was a stock cam, compression ratio, and what fuel?
I am not trying to set any records but I like to tweak and understand what makes it tick.
How much difference with the intercooler vs stock with a neck?
Usually when they fall off they are done.
Jerryl
Tall Unvaccinated Chinese Guy
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- Dec 14, 2004
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- 9,644
Usually is correct.
Waste gate can open up due to drive pressure, dropping boost. We are seeing this now in a 100% stock long block and TE44. Spikes +3 psi in first.
We have also seen couplers leaking on the dyno. Something you can't locate easily driving around.
Adam28
Member
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- Jun 8, 2016
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Cam is bigger than stock not sure what it is though, came with the car. Compression is slightly higher due to milling the heads a bit. 93 Alky, running a precision SLIC.
The cam is likely hurting the engines power with the drive pressures you had. Remember the initial hit with the wastegate swing valve disconnected it was within 30hp of the highest we got all day unlocked but at 5500rpm. Once we got the turbo all in down low it lost power at high rpm and picked up power down low. Which is why the converter is so important in these cars as the turbo starts to get worked. The harder the turbo is worked the tighter the converter And taller the gearing typically. I'd suspect exhaust pressure on the last hit was over 65psi and probably closer to 70psi at 5200+. All that exhaust pressure dlllutes the intake charge and it takes several degrees of crankshaft rotation for positive filling of the cylinder to start on each intake stroke. Same effect as egr and reducing the camshafts useful duration exactly when you don't need it. There are also pumping losses encountered pushing against that high drive pressure. This is why peak power shouldn't be of the most concern. You could put an MFS 6262 on there and probably only pick up 40whp peak but it bet my junk it would pick up over 100whp at 5700rpm!
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About 2 years ago I switched a 6466 to an MFS 6766 and only picked up about 40whp peak at about the same pressures but the 6466 was falling off a cliff at 5700rpm. I increased manifold pressure further and peak power went backwards. With the MFS 6766 it was up over 100whp at 6000rpm and this car needed all the breathing room it could get. I didnt test past 6000rpm but I'd bet it would have been up 150whp at 6400rpm
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We can't come to any real conclusion about the CR other than it was more than it was before it was "cleaned up". A little in the gasket being that it was .010" thinner and 3.86" bore vs 4.020" and a little less in the milling of the heads from .014" removed off them. We don't have the piston dish or how far down the piston is at tdc. Probably around 8.3:1 CR at best as a guess
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Yup sealed up good I used to see spikes in 3rd with a 49 when the converter was locked with the stock stuff,then ported the heads and saw no spike but different boost levels depending on air quality or how much nitrous was used.
Bigger compressor moving more air? If the hot side is the same size.when I overspeed compressors they either break or don't use anymore fuel.
Moving a lot more air in this instance. 7-8lbs/min more. There's more to it than the compressor
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vacuum 6
Well-Known Member
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With heads, cam, 12" LU and 18# my 60 took me 11.40 at 119.96. I'm assuming it's right around 500 WHP.
That's a great picture in your signature. What size rear tires you running, did you notch the frame? Wheel back spacing?
2QUICK2B6
Black Car Fever
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- Sep 15, 2004
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Best I could get out of the stock long block and te60 was a 11.64 blowing through the converter. It would 60ft great an ran a best of 7.30 1/8 then it would fall on its face
