boost pressure is not always the the factor to look at.
A ----------- does not flow as much air other turbo's on the market. To make the hp the turbo needs to flow higher psi. This has all been hashed out last year over and over again. A injector can only flow so much fuel. The ecu looks at intake pressure, wide band o2 reading, and temp. hunting those three down. Then telling the injector how much fuel to add.
We are not seeing those psi levels. Because our stock injector runs out of duty cycle. This tells us we are flowing more air and building more power. Bottom line.
Here is something else.
Charge temps are not always the correct place to measure air temp. let me tell you why we feel this way.
Everyone always talks charge tube temp. It is important to know what air temp the motor is seeing. Also what is happing. so that everything can be tuned corretly thru the ecu. well on a two stroke where is the last place that we should be concerned about having high air temps. The crank case right. So hear me out for a min.
When you inject fuel into a charge tube you can drop temp by 60-70 degrees c
you can see that in the logs of the push vipec kit. He installes a injector right in front of his iat sensor. Showing 54 or 56 c charge temps.
OK there is alot happing after that injection of fuel. Also alot of reheating of the air by charge tube throttle bodies, and case. Making the actual charge hotter than the reading.
We inject our fuel right as it goes in to the case. Bring our charge temp down right at the last second that we can. making sure that air temps that the motor sees are as low as possible.
We have logged motor case temps and found that it consitantly runs temps of 45-60 c air temps.
that is where power is made. loggs were also taken on 60 f degree days.
This is with no intercooler or water to air.
We also have found that the factories are consistatly making the cases smaller and smaller for epa reasons. So when we have a motor with a small case. The scavaging effect of the motor leaves very little air/fuel mixture in the case after one stroke.
With this happing on and off throttle puts us into a stale mate mode with the turbo. the turbo needs to build boost to push air. The motor needs air to run and push the turbo. neither can go. so stale mate happens. with water to air and intercooler the stale mate mode becomes bigger. Even with no pressure drop across the intercooler it still slows down the volume of air going thru the core.
So where does these things leave us.
We need to cool air at the last second possible for air motor temps. We need to calculate a air box,intake, and charge tube combo with no restrictions. One that will supply enough air fast enough and have enough air for at least 1 revolution of the motor squared. We need a turbo that wants to flow air and not wait to be told what to do. There will be no raising of port timing thru porting of the motor to get the air out of the cylinder faster. This takes away our torque curve.
We do it right
That is how the turbo performance kit has come to be. All of these things have been hashed,thought out, designed and redesigned. We also have never had a tuning tool like the vipec that will give us the info we need to make things better.
Sorry my dear friends we must start designing and thinking in a different manner. The old ways of thinking are being changed. She sport is moving forward and Turbo performance is on the cutting edge.
