Meth Psi

[Blyman93]

just curious but for those of you that run a meth tune, on stock turbo and motor, what PSI are you guys at?

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[5.0yote]

25 PSI on my current setup. Was the same on my big turbo setup but could hit 26-27PSI safely.

 

[Blyman93]

Thanks for the input! I saw a video from Nishan about the head gasket issue and back pressure from the stock turbo being turned up through the integrated exhaust manifold. So I'm not all too eager to run anything past 25 personally until upgraded turbo.

If getting the exhaust out more efficiently on these motors gives them longetivity, I'm 100% getting the Individual exhaust port head from MAP and the tubular exhaust manifold for a EFR turbo. He pointed out that exhaust over lapping and pressure overlapping created an issue since cylinders 2 and 3 share that top exhaust outlet on our headifold. Dedicating each cylinder to it's own outlet to then split equally into a twin scroll adapter shoiuld help even out the pulsing and let the exhaust pressures stay low.

 

[5.0yote]

Well around 25PSI without methanol was about the fuel systems limit, above 27-28PSI I was getting spotty lean conditions, and that was on the larger turbo.

After the WMI that was resolved as I had increased not volume but octane which is the primary limitation of our setups for making more power, you can add more volume but that will only get you so far.

As far as back pressure and the head gasket. In general turbos love to breath and the stock unit is no different in that respect. As far as its affect on performance I can tell you I worry more about the loss of boost over if somehow the head gaskets going to go.

Running the stock cat back with resonator on a 3" DP and big turbo I loss like 4 PSI across the board due to the limited flow and back pressure the resonator produced. Best mods you can do is a nice intercooler and better charge pipes, then a good down pipe and exhaust. Then tune it up.

I went with WMI to bridge the gap and lower the fuel injectors pulse width under stress loads to keep a little overhead on the table without taxing the fuel system too much.

 

[Blyman93]

Well around 25PSI without methanol was about the fuel systems limit, above 27-28PSI I was getting spotty lean conditions, and that was on the larger turbo.

After the WMI that was resolved as I had increased not volume but octane which is the primary limitation of our setups for making more power, you can add more volume but that will only get you so far.

As far as back pressure and the head gasket. In general turbos love to breath and the stock unit is no different in that respect. As far as its affect on performance I can tell you I worry more about the loss of boost over if somehow the head gaskets going to go.

Running the stock cat back with resonator on a 3" DP and big turbo I loss like 4 PSI across the board due to the limited flow and back pressure the resonator produced. Best mods you can do is a nice intercooler and better charge pipes, then a good down pipe and exhaust. Then tune it up.

I went with WMI to bridge the gap and lower the fuel injectors pulse width under stress loads to keep a little overhead on the table without taxing the fuel system too much.

So in your opinion, does the exhaust manifold on our heads create a restriction even after FBO?

 

[5.0yote]

I do not believe it does, the runners are really short (internal) if may cause a slight bottleneck but I do not think we tax that, I think the downpipe and resonator setup are the biggest exhaust congestion.

If there was a huge restriction stock in the head I would imagine we would have a tone of back pressure coming off of compression. If anything we would probably be fighting for boost as well, but I had no problem getting plenty of flow to both the stock unit and the precision turbo I had at all. If we had a really restrictive exhaust port design this would limit turbo performance. I am pretty sure its all turbo back.

This week I am putting on a map 3" downpipe on my stock turbo to match up to the 3 to dual 2.5" map cat back exhaust I have rigged up at the moment to my stock down pipe.

I will see how my boot transitions change afterward. I should see a smoother more consistent power increase at the same PSI as the turbo will be able to spool up a hair faster with less restrictions. I will then have to retune for the new DP afterward but I am curious to see if I pick up any nominal power. I suspect I should see a torque increase around 1500-2800 or so with the removal of the cat and increase in diameter. Plus no 2.25" adapter bottle neck.

 

[Blyman93]

I do not believe it does, the runners are really short (internal) if may cause a slight bottleneck but I do not think we tax that, I think the downpipe and resonator setup are the biggest exhaust congestion.

If there was a huge restriction stock in the head I would imagine we would have a tone of back pressure coming off of compression. If anything we would probably be fighting for boost as well, but I had no problem getting plenty of flow to both the stock unit and the precision turbo I had at all. If we had a really restrictive exhaust port design this would limit turbo performance. I am pretty sure its all turbo back.

This week I am putting on a map 3" downpipe on my stock turbo to match up to the 3 to dual 2.5" map cat back exhaust I have rigged up at the moment to my stock down pipe.

I will see how my boot transitions change afterward. I should see a smoother more consistent power increase at the same PSI as the turbo will be able to spool up a hair faster with less restrictions. I will then have to retune for the new DP afterward but I am curious to see if I pick up any nominal power. I suspect I should see a torque increase around 1500-2800 or so with the removal of the cat and increase in diameter. Plus no 2.25" adapter bottle neck.

Why did you go back to stock turbo?

 

[5.0yote]

Why did you go back to stock turbo?

I was getting tired of the 4K RPM boost profile of the 5862 turbo. The power when running right was super, but to have to be 1/2 to 3/4 throttle all the time to get into its peak boost under normal driving was becoming tiresome. Just too much lag for a daily driver.

I am running nearly the same amount of boost I may be down about 50HP or so on the stock turbo compared to the precision unit, but boost comes on so much better at a lower RPM. As much as the smaller turbos peak power drop sucks the daily livability of it is superior to the gains I was getting.

That being said I will be going to the turbonetics drop in next to get the best of both worlds. Right now I have everything checked as far as bolt ons to support it just need the turbo to finish it.

I was never looking for huge power, just about 400wheel is all I was originally looked for.

The second reason I dropped it was I was having gremlins galore with things acting wonkey. First BOV was bad, had to replace it. Then I was having erratic boost issues, and boost increases and decreases based on temps (Not heat soak related) that where too far out of the norm like 3 to 5 PSI boost variances which I found was an odd boost leak with the manifold adapter not being flat it kept trying to twist like it was warped. Torquing it down fixed it but it was a thing. Then I found I had other boost issue that kept making tuning difficult. Found it was the factory boost solenoid was bad. Once I replaced that part (which was surprising cheap through Ford) I found my system was running fine as it should and has been fine ever since.

I also had a fair amount of odd stuff with my WMI setup as well, kinked line, faulty controller, bad ground etc. That is all worked out now but I now have an issue with the fluid so I have to go with with some M100 and distilled water I will have to premix myself to fix which is not a big deal. The premix I have right now seems to be running below the octane it should, possibly has absorbed too much moisture or something.

Life of modding at its best =) lol

 

[Blyman93]

I just use a gallon jug and made a line where to fill with water, then another line to fill with meth included. Pretty easy.

Is the TNX turbo smaller than the 7163? Cuz I know the spool on the BW is fantastic. Obviously the drop in is more convenient.

All I know is your car sounds the best to me of all the Ecos. Only other one is that blue one fftec was running

 

[Blyman93]

Update. Finished tune with Ryan. My psi starts at 22 and slowly rises to 26 at 4500 rpm before it tapers slowly to 24 where the turbo loses its power. Feels super smooth, no crazy instant torque

 

[5.0yote]

Yeah I was not seeing my STFT adjusting my fuel down like it should under spray, and I know its spraying like it should the flow gauge which is less than 6" from the nozzle is showing 230-250cc flow which is what I got for a nozzle in there. Leads me to believe my premix is compromised.

The TNX is just slightly smaller than the 5862 I think its output rating is about 520HP which the 5862 is 560HP (mind you with proper fuel upgrades), the dyno sheet from the site shows 340WHP and 380+WTQ which is on par with the 5862s power with the fuel restrictions we have stock. This probably puts turbine and compressor wheels about similar specs, and its twinscroll and dual ball bearing. So spool should be just about stock but with the larger power output. That is what I wanted to begin with when I started, but no one was offering anything compatible back in over a year ago till now. Vargus only had the stage one, and BW was not released.

 

[Blyman93]

Yeah I was not seeing my STFT adjusting my fuel down like it should under spray, and I know its spraying like it should the flow gauge which is less than 6" from the nozzle is showing 230-250cc flow which is what I got for a nozzle in there. Leads me to believe my premix is compromised.

The TNX is just slightly smaller than the 5862 I think its output rating is about 520HP which the 5862 is 560HP (mind you with proper fuel upgrades), the dyno sheet from the site shows 340WHP and 380+WTQ which is on par with the 5862s power with the fuel restrictions we have stock. This probably puts turbine and compressor wheels about similar specs, and its twinscroll and dual ball bearing. So spool should be just about stock but with the larger power output. That is what I wanted to begin with when I started, but no one was offering anything compatible back in over a year ago till now. Vargus only had the stage one, and BW was not released.

How only 340hp? Alot of turbo guys are at least 400 with e85 or meth..

 

[5.0yote]

How only 340hp? Alot of turbo guys are at least 400 with e85 or meth..

Stock fuel system. You will not ever make 400 wheel safely without more octane and fuel, hence e85 or 100 octane race gas on a stock block. Thier dyno sheet is only going to be based on the stock fuel and pump gas. No one as far as I know are hitting 400 easily on just stock fuel and WMI. 390 maybe.

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