Thread: Think I went with too big of a turbo...

Pm me or call me Vadim. I'll be glad to speak.

I'm done posting on the forum.

This is one main reason why.

When I said don't have it in me, I was not referring to you or your bet.

That's all.

Aston and Coheed, instead of telling to change parts,why can't you guys just advise him to take the car to the Dyno?
Over the years I have ran into multiple cars that all seem well but they just don't perform, on the Dyno we have discovered faulty knock sensors bad air flow meters, issues with timing,fuel pressure drops on basically new walboro pumPs and regulators, injectors that are flowing less etc...
Driving a car up and down the street and adjusting tables is not giving him concrete information of what's happening.
I have had turbo cars making 120-190 whp on big turbos at 10-14 psi,lol we found the issues on the Dyno and they were electrical not mechanical nor tuning wise.
Dyno the car and it will give you a starting point if you even have issues. No one on here can help you unless you know where your at.
I don't even waste my time street tuning at full throttle on the street, to dangerous and you are just going off feel.
As forum members that the most responsible advise you can give someone and worth listening.
I basically live at the Dyno constantly doing cars helping with issues and learning.

I was being sacrastic. lol Man you guys take everything way too personal over there. What started out being advice then turned into a his problem is his tune and only the tune but there are several people that have proved otherwise. So again, you cant say what you dont know. Again Vadim hasnt dynod so who knows if his car is making close to what it should be making at 10-12psi. I mean his car with all the turbo stuff on it is probably now weighing in over 2800 lbs or more. Not light at all. We are not talking about a 2300 lb b13 here. Its not gonna feel anywhere near the same. Just like an na ve in a b13 can go high 13's, put that same stuff into a p11 and you will be lucky to hit 14's. Simple as that. A second at the minimum slower here a second is a lot. And it all comes down to weight. Thats it.

So we can end this whole argument now as i said now 4 pages back, its pointless. Arguments over non existent numbers all because Vadim said it originally didnt feel as fast as it should then after adjustments that I first suggested to him btw, he said it felt much better but the argument still went on about non existent numbers. Please. You can say what you want and im not doubting you know what your doing. There are many to attest to that. But to say others that have done testing of different things and had proven results and putting out their suggestions to Vadim to make more power safely, is absolutely stupid. Its proven the VET cams will make way more power on his setup. Far more power than fine tuning it will. Been proven and been proven to be more efficient. To say thats not the issue or whatever is stupid when numbers are right there in front of your face.

Again how bout we just end this now, huh? Its wasting everyones time.

I am not biased towards anyone but I will tell you this man has helped me with a lot of questions and concerns I have had with my car and setup and he has always helped me greatly. I would atleast listen to the advise he is offering to you.

I pressure tested the system to above 25 psi (my boost gauge only reads up to 25 psi). The only place it started leaking boost is above 20 psi at the turbo itself (where it bolts to the CHRA).



Agreed on this, JWT is a nice base tune to get your car running and never modify it past what you requested JWT tune to be. I personally cannot even see how people can run a JWT tune reliably on very specific setups.





Yup well aware of this. The OEM tune ignores the knock sensor feedback above 4800 rpm because engine noise is too great at that point. I believe I saw the same mentioned in the FSM.

Now here is my theory on the false knocks that I'm seeing. VE engine runs a lot smoother then my DE ran. The knock sensor looks for voltage spikes, and counts that as a knock. Thus if the stock DE regular voltage is 1v, then a spike would be 2v, and counted as a knock. I'm seeing voltages between .30-2v while regularly driving. I've seen the possible knocks at 1-1.5v. I'm wondering if my knock sensor needs to be replaced though (2 years old).





I really respect you guys, and appreciate your feedback and your help. But honestly I have not received any details on how you guys get away with logs and VE cams. I'm trying to run as much timing possible without knock, well what looks to be real knock (2-4 knock sensor voltage). I'm not hearing any knock, but I've never heard knock in person thus I don't know what to listen for. Maybe there are some timing tricks, but you guys haven't not shared anything. Which you are not required to do so, but when you are going to shout YOU ARE DOING IT WRONG, it would be nice to have some proper advise.

Now if I came on here claiming to be making great numbers on a restrictive manifold, you guys would drill me to the ground until I gave real dyno numbers. So far you guys are expecting us to just convert to what you guys are saying without showing any real numbers or even mentioning anything that would lead to those numbers that you guys are getting.


Thanks man I appreciate it, I finally feel better about the car since the SPAL fans are actually cooling the car enough to run ac up a mountain!



Now my tune being wrong shouldn't be dismissed. It could very well be wrong. It's just hard to say when all we are being told is your doing it wrong



Not true, Calum hand tuned a tune that he gave me/gave to other B14 DET users. I made 10-15 more WHP on his newer tune then some of his older tunes that I found on the forum. When I asked him about it, he said he hand tuned it on his B14.





No kidding, need to hit up the dyno now just to see what's going on. I do have a beltronics accelerometer, I k,now a few guys south of the border that use them



At least know I can tell people, if you want to make easy power don't do a log manifold on VE. You can make a ton of power, it's just not widely known as how to. What we do know is reversion on VE cams is bad with restrictive manifolds/turbos.

Now according to the FSM and 96-99 cams, there is only 8* of overlap. Highport cams seem to have 16* of overlap.

Sarcasm= nono
Since you know so much, would you be so kind as to answer some of my questions
What was his afr throughout the full throttle pulls.
Is his Ecu retarding timing or is it actually giving him the timing he inputed in the tables.
Is the fuel pressure holding
Does his seat graph(power graph) feel (look)rough he maybe having spark skip or erratic timing (ask cause I have dealt with it).
What can you tell us.

Vadim, detonation sounds like rocks in a can basicly. Louder the more heavier it is. There are occasions where you will get knock and not be able to hear it especially in the high rpm range.

If you worried about not being able to detect it by ear. Do a pull that your seeing spikes of knock on the logs. Do the pull in say 3rd gear and right as you let off at redline, shut the motor off and coast to the side and pull the number 1 plug and see if you see any speckles on the insulation around the tip or any deterioration of the ground strap. If so your getting detonation. If not what your seeing is more than likely false signals.

This is what we were doing on the dyno. Do the pull and after a clean or even a pull that was breaking up pull the plug and see if there is detonation. Its pretty easy to tell on the plugs.

Vadim can answer that stuff. He told me a couple but i will let him chime in on it. Again im pretty sure he knows what he is doing but yes he is still learning. Again i never said getting his car dialed in by tuning it or someone that really knows their stuff tuning it wont pick up power. Quite the opposite but its not gonna be as significant as what some are claiming especially since Vadim already has a good hold on things and for the most part knows what he is doing.

Again, im just with Coheed and know there are more benificial ways for his car to make more power efficiently than tuning it. Now combine both and his car will be everything he had hoped for. simple as that.

Coheed made some nice testing, but if he could not tune timing rpm by rpm and his fuel I would not know what to tell you about getting the most out of his setup.
Jwt ecus are nice but when I sold it and went to a tunable one I picked up nearly 50 whp in the mid range and a few hp on the top end side. On the jwt Ecu I moved the distributor back and forth from the 15degree base and if I gain here I lost there and if I gained there I lost here. Tuning Is key.
I will take a pic of my jwt graph vs my own tune, we'll see what's next.