7's Air to Air
On The Tree
Joined: Nov 2004
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better indication of what your leaving on the table is checking your compressor outlet temperature and exhaust back pressure. No matter how efficient your intercooler is your still at the mercy of your compressor. some people run no intercooler ,especially if they run alcohol.
better indication of what your leaving on the table is checking your compressor outlet temperature and exhaust back pressure. No matter how efficient your intercooler is your still at the mercy of your compressor. some people run no intercooler ,especially if they run alcohol.
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From: Lombard .IL
You guys have a good time!
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From: Lombard .IL
Fwiw, P-trim wheels in 66's are not "wrong", or too much backpressure for a 408 considering the cars goals at the time of the build. We've used those same turbos on many 1,150+rwhp 6-speed cars with zero issues.
As far as the intercooler, if you know your IAT's through the traps and measure the pressure drop across the core you will know how much power you are leaving on the table with the air/air.
As far as the intercooler, if you know your IAT's through the traps and measure the pressure drop across the core you will know how much power you are leaving on the table with the air/air.
I need to give you a call before I go back out, I have a question for you.
FormerVendor
Joined: Dec 2001
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From: WWW.SPEEDINC.COM
Well I'm not saying they didn't run good, but since we put the new turbos on I havn't changed the head gaskets. It was the headers or the turbos, or a combination of both. You know the problems we had controlling the boost.
I need to give you a call before I go back out, I have a question for you.
I need to give you a call before I go back out, I have a question for you.
As far as your previous combo, I don't recall what your car did as far as boost control after you put lighter wg springs in, (or if you did put lighter springs in), but I do know that many people have successfully run incon systems with more displacement than you without issues, and we have many other cars out there with the identical turbos you had (66 p-trims) that have been together for years without a single issue, headgaskets or otherwise with 23+psi boost and 1,150+rwhp.
I believe your gasket issues are related to making runs with very low fuel, no 2nd fuel pump on, other fuel system problems (remember when you were trying to tune it at the track and had the VE table up to around 180 and it was still dead lean) and copper gaskets that were not re-torqued. Those are all things that definitely happened and will definitely cause blown headgaskets almost instantly.
I hate to keep bringing this stuff up but when you post that P-trim wheels in 66mm turbos are "wrong" you are directly blaming me for your headgasket issues.
Give me a call whenever you like. We have C16 at the shop BTW.
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From: Lombard .IL
I thought you pushed a bunch of water on your 8.23 pass?
As far as your previous combo, I don't recall what your car did as far as boost control after you put lighter wg springs in, (or if you did put lighter springs in), but I do know that many people have successfully run incon systems with more displacement than you without issues, and we have many other cars out there with the identical turbos you had (66 p-trims) that have been together for years without a single issue, headgaskets or otherwise with 23+psi boost and 1,150+rwhp.
I believe your gasket issues are related to making runs with very low fuel, no 2nd fuel pump on, other fuel system problems (remember when you were trying to tune it at the track and had the VE table up to around 180 and it was still dead lean) and copper gaskets that were not re-torqued. Those are all things that definitely happened and will definitely cause blown headgaskets almost instantly.
I hate to keep bringing this stuff up but when you post that P-trim wheels in 66mm turbos are "wrong" you are directly blaming me for your headgasket issues.
Give me a call whenever you like. We have C16 at the shop BTW.
As far as your previous combo, I don't recall what your car did as far as boost control after you put lighter wg springs in, (or if you did put lighter springs in), but I do know that many people have successfully run incon systems with more displacement than you without issues, and we have many other cars out there with the identical turbos you had (66 p-trims) that have been together for years without a single issue, headgaskets or otherwise with 23+psi boost and 1,150+rwhp.
I believe your gasket issues are related to making runs with very low fuel, no 2nd fuel pump on, other fuel system problems (remember when you were trying to tune it at the track and had the VE table up to around 180 and it was still dead lean) and copper gaskets that were not re-torqued. Those are all things that definitely happened and will definitely cause blown headgaskets almost instantly.
I hate to keep bringing this stuff up but when you post that P-trim wheels in 66mm turbos are "wrong" you are directly blaming me for your headgasket issues.
Give me a call whenever you like. We have C16 at the shop BTW.
As far as it working on other cars, I'm not sure? Are they racing at the track? What et's are they running? I could burn the tires all day on the street, it was only at the track the gaskets went.
On my last pass I pushed water past the radiator cap, the overflow tube was filled going to the catch can. The 8.23 the (first pass) I didn't push any.
You know more about turbos than I ever will, but I can tell you that the 66's with the ptrim's didn't work well on my set up. With the wastegates wide open the car would still make 17.5 lbs of boost. Not a big deal to switch the turbos. I'm very happy with the kit you guys made for me. I have always given you guys the credit you deserve on my car!
Btw, when I made the commet about the 66's I was just stating that the 66's could have done the job. I didn't need the 76's to make the power, just to be more gasket friendly. I wasn't throwing a shot.
FormerVendor
Joined: Dec 2001
Posts: 2,444
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From: WWW.SPEEDINC.COM
Well then I may be taking what you say the wrong way but your posts imply that your headgasket issues were because of the "wrong" wheels in the turbos. The turbos that I originally specified.
The only point I am trying to make is that their are 427+ci combinations running T28 turbos with tiny wheels and small a/r's and those cars can make peak boost at around 3k rpm with drastic power loss after 5,500 due to backpressure. (but they still do not have constant head gasket issues)
GT66 P-trims are a great all around match for a 408. Making peak boost at 4500rpm while holding peak HP with very little drop-off till 7,500+ and making 1,150+rwhp is not an indication or result of excessive backpressure. And yes, we have customers running those same turbos well into the 8's reliably.
Aside from that I do recognize and appreciate the fact that you give us credit for the work we did on your car and I'm as pleased as you are with the results.
The only point I am trying to make is that their are 427+ci combinations running T28 turbos with tiny wheels and small a/r's and those cars can make peak boost at around 3k rpm with drastic power loss after 5,500 due to backpressure. (but they still do not have constant head gasket issues)
GT66 P-trims are a great all around match for a 408. Making peak boost at 4500rpm while holding peak HP with very little drop-off till 7,500+ and making 1,150+rwhp is not an indication or result of excessive backpressure. And yes, we have customers running those same turbos well into the 8's reliably.
Aside from that I do recognize and appreciate the fact that you give us credit for the work we did on your car and I'm as pleased as you are with the results.
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