I sent my CT26 to Performance Techniques today for the TO4E 60 trim upgrade. I have heard several say "it makes a huge difference" but have never saw any actual numbers. Does anyone have any before and after dyno sheets from the CT26 upgrade? I'm guessing around 50 hp difference at the same boost level. How far off am I?
CT26 upgrade before and after dynos?
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dude u been under a rock or what? the performance of the upgraded ct-26 is well known. John Lunsford does 430rwhp SAE. I pull low 12's @ the track. Try that with your stock ct-26 turbo.
Performance techniques is an excellent choice btw. goot luck with it.
Performance techniques is an excellent choice btw. goot luck with it.
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dave it's cool bro no offense taken. i was just pointing out that info the ct-26 upgrade and its capibilities are old news. that's all. don't mean to offend anyone.
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it'll all depend on the tuning, etc. with the upgraded turbo u can push the envelope further...
man i'd love to ride in John's MK3. He's the person who first convinced me to get the upgraded pea shooter
. I remember i e-mailed him and he told me his MK3 smoked a Corvette Z06, and they raced up to 140mph. I was like fookin' no way, with an upgraded pea shooter?! Well, I'd have to agree with him now
man i'd love to ride in John's MK3. He's the person who first convinced me to get the upgraded pea shooter
. I remember i e-mailed him and he told me his MK3 smoked a Corvette Z06, and they raced up to 140mph. I was like fookin' no way, with an upgraded pea shooter?! Well, I'd have to agree with him now 
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Funny you started this thread at the time you did. I started one asking the EXACT same question, but got busy with work and had to close the internet window. I come back and had to check twice to make sure I didn't accidentally start the thread.
Anyways, I'm hearing talk that the 50-trim is the most efficient compressor map for our engines (on paper) between 6 and 23 psi. I haven't had the time to research it for my application nor have I seen a compressor map for said compressor wheel, but the idea of a quick-spooling turbo that flows comparable to a 60-trim sounds great to me. It might be worth investigating before PT starts boring on your compressor housing.
My friend made 273 rwhp on his 60-trim upgrade with a K&N FIPK, Defcon DP, no cats, 3" HKS Sport exhaust. That number seems to be about 30-or so hp higher than with a stock turbo; but that's just an estimate based on dyno results I've seen on this board.
Anyways, I'm hearing talk that the 50-trim is the most efficient compressor map for our engines (on paper) between 6 and 23 psi. I haven't had the time to research it for my application nor have I seen a compressor map for said compressor wheel, but the idea of a quick-spooling turbo that flows comparable to a 60-trim sounds great to me. It might be worth investigating before PT starts boring on your compressor housing.
My friend made 273 rwhp on his 60-trim upgrade with a K&N FIPK, Defcon DP, no cats, 3" HKS Sport exhaust. That number seems to be about 30-or so hp higher than with a stock turbo; but that's just an estimate based on dyno results I've seen on this board.
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330rwhp and 360ft.lbs @ 16 psi w/ some internal problems
Hopefully soon to be much closer to the 400 mark.
Hopefully soon to be much closer to the 400 mark.
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You know I think it's more of the tuning factor why many don't see the numbers that we all see.. also so many flavors out there...
57 trim 60 trim 60-1 this that you're grand mothers fan...
Think of it this way.. What it says on paper is usually not how it comes out.
Personally i'd stuff the biggest I could get in there. 62-1 with no clip on the exhuast side to keep a nice power band...
20-21 psi then I'm done.
57 trim 60 trim 60-1 this that you're grand mothers fan...
Think of it this way.. What it says on paper is usually not how it comes out.
Personally i'd stuff the biggest I could get in there. 62-1 with no clip on the exhuast side to keep a nice power band...
20-21 psi then I'm done.
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1,104 Posts
I am a big fan of the CT26 upgrades. The only one that I have experience with is the 60-1. <---To sum the drive up shortly ... AWESOME! The 60-1 has the potential for HP #s well into the 400 range ... and I even thing it may make high-400-numbers. A low12/mid11 amybe even a low 11 at the track is potentially attainable.
Shawndude, one of our intelligent Canadian engineering buddies, has run many numbers/factors/flow maps and has conlcuded after many repeat results that the CT26 50trim upgrade is the most efficient for the 7mgte ... ON PAPER.
Basically, because of it's efficiency range with our motors, the 50trim has been proven on paper to make about the same power as the 60-1 upgrade for a much wider power band. Even faster spool (low end) then the already quick 60-1, with a "stronger" (<---- really more efficient) top end.
HOWEVER, nobody has proven these theories in real life, on a dyno, yet. Somebody want to be the "guinea pig"?
Shawndude, one of our intelligent Canadian engineering buddies, has run many numbers/factors/flow maps and has conlcuded after many repeat results that the CT26 50trim upgrade is the most efficient for the 7mgte ... ON PAPER.
Basically, because of it's efficiency range with our motors, the 50trim has been proven on paper to make about the same power as the 60-1 upgrade for a much wider power band. Even faster spool (low end) then the already quick 60-1, with a "stronger" (<---- really more efficient) top end.
HOWEVER, nobody has proven these theories in real life, on a dyno, yet. Somebody want to be the "guinea pig"?
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The numbers only represent a fraction of the equation, things like intercooler, size of IC piping, exhuast, head flow, exhaust manifold ect ect... You can see where i'm going.. Sure a 50 trim on a stock car.. or for that matter our engine.. However, Why then are 60-1's consistantly making more power? Is it because the equation's forgot to factor how inefficent things like our stock IC piping, intercooler and many other factors tie in?
I'm also a fan of the upgrade but it seems just like many people's BPU mk3's out there some people are clueless and some know better then others... I've seen bpu mk3's dyno 250-325 on stock turbo. All depends on tuning and the setup...
I'm also a fan of the upgrade but it seems just like many people's BPU mk3's out there some people are clueless and some know better then others... I've seen bpu mk3's dyno 250-325 on stock turbo. All depends on tuning and the setup...
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I fully agree with you on all points. I know exactly what you mean/I understand.ZaZZn said:
BUT ... I am sure that you know Shawn ... and I am sure that you know that he is a pretty smart "cookie". TMK ... Shawn mathmatically factored a lot of stuff like " intercooler, size of IC piping, exhuast, head flow, exhaust manifold ect ect... You can see where i'm going"(I am not absolutely positive, but I would put a decent bet on it). I think that he needs to start a thread on it, I will ask him to. You can see some of his posts about it starting on PAGE 7 OF THE 60-1 UPGRADE STICKY.
I think that we are talking about a well done BPU'd 7mgte, but most likely a stock block.
Currently, the reasons why we think the 60-1 makes more power, is mostly because people haven't done dyno comparisons with the 60-1 and 50trim. We have seen the 60-1 make better power numbers that the 57trim, and we have seen the 57trim make better power numbers than the 60-1. BUT ... i have yet to see any comparisons with the 50trim. Also, many people are not running their upgrades at their full potential for boost/tuning/support etc.
Like I said, the 50trim will make the same amount of power as the 60-1 ON PAPER, we just need somebody to test it out thoroughly, the RIGHT way.
Again, I think that Shawn factored all of this in. Read some of his posts on it in the sticky, and I will try to get him to start a thread on it.
BOTTOM LINE: Somebody needs to do some good testing to see if this is true. Same amount of power at a much wider band/range is a definite PLUS.
G
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·I'm glad the To4e-50 wheel is getting some consideration. I'll start a new thread, where we can dwell further into it, and work with all the numbers. Won't be until next week though.
But to sum it up, I've used many sources of information to compile the flow characteristics of the 7M engines, and then mapped the compressor maps of various wheels at various RPM and different boost levels.
I considered various stages of combined "mods" and engine work, and the 50 trim wheel emerged as the overall best match to our engines in just about every case, as long as we keep the stock 6500 RPM redline limit.
Once again I emphasize this is all on paper, and real world testing and results are always superior as long as we interpret the results correctly, which can be a lot harder than it sounds.
Cheers..........Sdude.
But to sum it up, I've used many sources of information to compile the flow characteristics of the 7M engines, and then mapped the compressor maps of various wheels at various RPM and different boost levels.
I considered various stages of combined "mods" and engine work, and the 50 trim wheel emerged as the overall best match to our engines in just about every case, as long as we keep the stock 6500 RPM redline limit.
Once again I emphasize this is all on paper, and real world testing and results are always superior as long as we interpret the results correctly, which can be a lot harder than it sounds.
Cheers..........Sdude.
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1,104 Posts
YAY! I didn't even have to PM you/hunt you down to ask you. We will all be waiting to see what the new thread will result in.Shawndude said:I'm glad the To4e-50 wheel is getting some consideration. I'll start a new thread, where we can dwell further into it, and work with all the numbers. Won't be until next week though.
But to sum it up, I've used many sources of information to compile the flow characteristics of the 7M engines, and then mapped the compressor maps of various wheels at various RPM and different boost levels.
I considered various stages of combined "mods" and engine work, and the 50 trim wheel emerged as the overall best match to our engines in just about every case, as long as we keep the stock 6500 RPM redline limit.
Once again I emphasize this is all on paper, and real world testing and results are always superior as long as we interpret the results correctly, which can be a lot harder than it sounds.
Cheers..........Sdude.
Thanks Shawn. Best regards.
G
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·I majorly screwed up the 50 trim calculations, due to the software I was using!!
Disregard everything I ever said about it, as the flow maps are nothing like what it calculated out to.
Sorry for the Fcuk up.
Disregard everything I ever said about it, as the flow maps are nothing like what it calculated out to.
Sorry for the Fcuk up.
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6,984 Posts
Its all good man....you've come through so many times, I think we can forgive ya on this one
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