Cavalli Turbo......

[MAPerformance]

We have been doing factory turbo upgrades for many years now, you can see all the offerings we made in house by clicking here. That is why we have so many machines in house that we now use for building other pieces for our products. (Flanges, Billet Components, and much more.)

With upgrading the factory turbocharger there are many risk, you are limited to the turbochargers oiling that was designed to only supply oil to the factory components. When upgrading the turbine and compressor wheels you are generating higher shaft speeds (in most cases), higher thrust loads, and higher torque load on the tiny factory turbine shaft. Also, if you are only upgrading the compressor wheel you are going to create uneven thrust load which means one wheels is generating more "pull" than the other which will force the "weaker" wheel to cram against the thrust collar. This is why I cringe when I see companies shoving huge compressor wheels on factory turbine wheel/shafts.

As you know, we decided against upgrading the factory turbo on the EBM and went straight to designing a turbo kit. We felt this was a much safer bet then trying to overcome the factory turbos limitations. Cavalli (Comp Turbo) is a good company and we are a dealer for them, their T3/T4 non factory frame turbos are pretty wicked with their Triple Ball Bearing technology, I unfortunately haven't had a chance to test out any of their stock frame stuff.

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[Nihil]

Looks like a lot of the turbo kits are sub $1500, which is a great price point for most of us I believe. If I have to spend $3-4K on a turbo kit that's something I would expect to make much more power than the stock block can handle. With the price of the cheaper turbo kits hopefully the 400hptq range is achievable and a worth while investment.

 

[MAPerformance]

I am waiting for the aftermarket to catch up and sort out all of the issues before I dive back in.

Fueling hasn't been an issue for us just yet, we are at 380/400 and I'm actually having issues leaning it out. So far it is throwing all the fuel I requested at it, now I need to modify our VE tables to get the ecu to understand our turbo kit is moving some air!

 

[NewSVO]

Looks like a lot of the turbo kits are sub $1500, which is a great price point for most of us I believe. If I have to spend $3-4K on a turbo kit that's something I would expect to make much more power than the stock block can handle. With the price of the cheaper turbo kits hopefully the 400hptq range is achievable and a worth while investment.

I feel the same, I'm aiming for late summer to order a turbo upgrade, by then there's options as well as more price competitions but I'm pretty biased with MAP though so I'm 95% sure I'll go with them. I just wanna save up and enjoy the car where it is now!

 

[l2frankie]

Fueling hasn't been an issue for us just yet, we are at 380/400 and I'm actually having issues leaning it out. So far it is throwing all the fuel I requested at it, now I need to modify our VE tables to get the ecu to understand our turbo kit is moving some air!

380 hp/400 tq?

 

[MAPerformance]

380 hp/400 tq?

Correct. Making a few small changes and will be back on the dyno this weekend.

 

[JJ@WMS]

Fueling hasn't been an issue for us just yet, we are at 380/400 and I'm actually having issues leaning it out. So far it is throwing all the fuel I requested at it, now I need to modify our VE tables to get the ecu to understand our turbo kit is moving some air!

Unloaded dyno correct?

You will find the fueling issue once you put a load on it FYI.

JJ

 

[MAPerformance]

Unloaded dyno correct?

You will find the fueling issue once you put a load on it FYI.

JJ

Unloaded, which is why we finalize tuning on the street to make sure we have no LD/LA ETC issues. When it warms up, I'll put it on the loaded dyno down the street.

Have you made any changes to the DFRP or LSDC table, or does SCT even have an option to modify this table? I'm curious if that is where you are having your fueling issues.

 

[Marino]

We have been doing factory turbo upgrades for many years now, you can see all the offerings we made in house by clicking here. That is why we have so many machines in house that we now use for building other pieces for our products. (Flanges, Billet Components, and much more.)

With upgrading the factory turbocharger there are many risk, you are limited to the turbochargers oiling that was designed to only supply oil to the factory components. When upgrading the turbine and compressor wheels you are generating higher shaft speeds (in most cases), higher thrust loads, and higher torque load on the tiny factory turbine shaft. Also, if you are only upgrading the compressor wheel you are going to create uneven thrust load which means one wheels is generating more "pull" than the other which will force the "weaker" wheel to cram against the thrust collar. This is why I cringe when I see companies shoving huge compressor wheels on factory turbine wheel/shafts.

As you know, we decided against upgrading the factory turbo on the EBM and went straight to designing a turbo kit. We felt this was a much safer bet then trying to overcome the factory turbos limitations. Cavalli (Comp Turbo) is a good company and we are a dealer for them, their T3/T4 non factory frame turbos are pretty wicked with their Triple Ball Bearing technology, I unfortunately haven't had a chance to test out any of their stock frame stuff.

I have never had a problem with upgrading a compressor wheel. The one I have currently has just over 200,000 miles.

 

[JJ@WMS]

Unloaded, which is why we finalize tuning on the street to make sure we have no LD/LA ETC issues. When it warms up, I'll put it on the loaded dyno down the street.

Have you made any changes to the DFRP or LSDC table, or does SCT even have an option to modify this table? I'm curious if that is where you are having your fueling issues.

Yes we have made changes and SCT does have those tables. On our unloaded dyno we can make the same power, its only under a load that you find the fueling limit. Thats the number one reason why you dont see anyone running faster then mid 12's on pump 93 especially in the colder weather. Even data logging on the street shows the FPDC is maxed out when you try to push the power.

This fueling issue will only be solved by someone modifying or supplying a better HPFP. IMHO

JJ

 

[MAPerformance]

Yes we have made changes and SCT does have those tables. On our unloaded dyno we can make the same power, its only under a load that you find the fueling limit. Thats the number one reason why you dont see anyone running faster then mid 12's on pump 93 especially in the colder weather. Even data logging on the street shows the FPDC is maxed out when you try to push the power.

This fueling issue will only be solved by someone modifying or supplying a better HPFP. IMHO

JJ

I have yet to hit 100% FPDC on the street on a 330hp Auto car. Even with E30 in the tank, I guess time will tell as we start making more power.

 

[boostedCO]

Any other newbs like me have no idea what all the acronyms are? haha


Good info though, enjoying learning all the new stuff, to me, about our turbo cars

 

[MAPerformance]

I have never had a problem with upgrading a compressor wheel. The one I have currently has just over 200,000 miles.

Upgrading compressor wheel isn't a huge issue, if you keep the increase in size realistic and you don't pair a high speed comp wheel with a low speed turbine wheel. The problem lies when you shove a compressor wheel in there that A. Creates too much thrust load, B. Doesn't match the turbine wheel, C. Creates too much shaft speed for factory turbine wheel/shaft.

 

[BGolden]

Comp is not changing a compressor wheel. They are machining the turbine housing and compressor housing to fit their CHRA.

 

[BGolden]

I had no issues with fueling at 29.7 psi on the stock turbo. I only had issues with the rods keeping up

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