TE66 launch spool

[John Purdom]

I replaced a TE51/009's w/a John Craig TE66/72# this year. The car has a 3200 stall converter, chips by Eric @ TurboTweak. Pls see my sig for the rest of the mods. I was able to get 15# launches with the 51, and only able to get 5-7# w/the 66. As soon as the car gets rolling a bit, spools right up. I have an HP actuator, and adjust boost w/the rod only. Solenoid disconnected. No exhaust leaks, puck sealing properly. Run av gas or Xylene mix on the street, 19 to 21#, 26/23 degrees timing.

When I bought the turbo, John said the 3200 was bare minumum stall. Is this the best launch boost I can expect, or are there any tricks to getting better boost against the converter?

I don't have a problem with the idea of having the converter re-stalled if necessary, and would probably go 3800. So, my 2nd question would be, anyone here with a 3800+ stall converter on the street, and any problems going that high? The street duty is strictly fun stuff, not transportation.

Thanks in advance

 

[Sinful6]

You have a PM.

email: dcc@japan.com



-DC

 

[TurboDave]

With that much turbo I would definately think you need substantially more converter. Just my .02

 

[Donald McMullin]

The converter will stall at different rpm depending on the torque. What is the rpm when the engine is at 7-8 psig when holding the brake?? How does this compare with the 51 stall rpm at 15 psig.

What are your O2's when at peak spool with each turbo?? I would not be surprised if you are a lot richer with the 66mm turbo at stall boost of 7-8 psig than you were seeing with the smaller turbo.

Is your waste gate arm moving at all when you are stalling at 7-8 psig??

Some possible problems besides the converter stall speed:

(a) wastegate creep while building boost because you are using "Tuner" setup.

(b) rich during spoolup

(c) too much timing advance during spool up.

There are many ways to test for each item listed. It all depends on your setup.

Deep Enough
DonaldMcMullin

 

[GNut]

Similar Problem w/ same Turbo

I recently went from a TA-62 to a LT-66 w/Qtrim wheels and I am experiencing pretty much the same scenario. It's a dog up to 10lbs then WHAM.. it's gone! I'm thinking about loosening up the convertor to the 3500-3600 range and hope that works. Let me know what happens if you change your stall speed... I'm still working on the motor (again) because of a blown head gasket.

Tom

 

[Louie L.]

Thats too low of stall for that turbo. I had a TE45a. With a 3200 stall Vig is was a dog. Then i put in a 911 with a stall of about 3700 and it spooled like a raped ape.

 

[John Purdom]

Thanks, everyone.

Louie, was the 3700 stall a problem on the street? I am thinking of having the converter re-stalled to 3800

 

[Louie L.]

Not at all. It was a Lock up and drove anywhere i wanted with it.

 

[turbo buicks]

Originally posted by Louie L.
Thats too low of stall for that turbo. I had a TE45a. With a 3200 stall Vig is was a dog. Then i put in a 911 with a stall of about 3700 and it spooled like a raped ape.

forgive me but ive never seen an ape get raped then proceed to spool like crazy.

 

[Ed Valvo]

Hold on there before spending time and money on a restall..... I have a pretty tight 9/11 (less than 3000 RPM at 0 boost) and a T64E, same as your TE-66 or very close to it, and I had spooling issues too at first however leaning it out down low helped a ton. You may have to work with your chip guy to get the low end fueling just right. If you go too loose on the stall, you'll lose top end mph and it'll feel mushy up top unless you have a larger cam. I run an Extender chip and it spools very quickly. I think the Extender chips have a quick spool feature in them too that helps. People think I have a TE-44.

 

[John Purdom]

Thanks for the input everyone. Ed, I think you're right about leaning bottom end fueling. That is the next plan of attack. As it is, I have a great deal of the problem handled. I had the actuator set up "tuner style". Added a grainger valve (pressure relief valve) between the turbo and actuator. What a difference! Now I am getting 16+ # launches (as much as the brakes will hold) I think leaning bottom end fueling can help it to come up quicker, however.

Thanks again for the input.

 

[Six_Silver]

Originally posted by John Purdom
Added a grainger valve (pressure relief valve) between the turbo and actuator. What a difference! Now I am getting 16+ # launches (as much as the brakes will hold)

John Purdom:

Where did you get this grainger valve? Is this the one that is similar to the one that Sinful6 is selling (http://www.turbobuick.com/forums/showthread.php?s=&threadid=77937)?

 

[John Purdom]

Yep, that's the one.

 

[trbochV6]

What is this "tuner style" setup on the actuator? Im having the same problems with spoolup and I cannot build any more than 13 lbs of boost with a CPT-62

 

[turbo buicks]

tuner style is pressure line from turbo compressor housing hooked directly to WG. this opens the WG early and bleeds off exhaust and kills spool up.

 

[John Purdom]

Originally posted by turbo buicks
tuner style is pressure line from turbo compressor housing hooked directly to WG. this opens the WG early and bleeds off exhaust and kills spool up.

What he said. I was shocked at what a difference hooking up a pressure relief valve made. Spools much quicker, and I could get a 20# launch if the brakes would hold it..

 

[trbochV6]

What kind of pressure relief valve did you put on it. I had one of those hollman boost controllers and still couldnt put no more than 13 lbs on any run

 

[John Purdom]

Go this one from a friend. I believe he said he got it from ATR. There is a board member here that sells them as well.