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14psi pull on a 2.5 s60

6953 Views 25 Replies 11 Participants Last post by  phantomrt

Last run was at 12tdc timing, 14psi. FWD stg 3bar cal running on a 2bar sensor:confused:
Stock 2.5 bottom re-ringed to repair prior booboo.:bash: removed the balance shafts while in there.:thumb:
Mods are cam timing advanced 4degrees, super 60 turbo, +40s, tu 3in sv, 3in downpipe, self ported swirl head with +1mm ex valves, self ported exhaust manifold, fmic, 3inch charge pipes, untouched 2piece intake and stock throttle body. 91octane pump.

Numbers seem pretty good to me considering the lowish boost and it was through a 3inch exhaust pipe 3in catco and a 3inch dynomax straight through, sucking through a 8inch long K&N cone filter on a 3inch intake pipe. Once I get the fwd cal to read the 3bar map we will see what it can do at 25psi. :thumb:
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Hi Cindy ... just to clear up the sprocket thing a little. There is only one RDTH sprocket (690) that will RET cam timing 4* over the conventional (577) RDTH sprocket.

SQTH to RDTH (557) doesn't change cam timing one bit. Got all the sprockets here and have checked.

I won't go into the roller cam differences except to say that TBI are all basically the same (4* RET ground in .. '88 and '89 2.5l only) and then you have the 89+ turbo roller cam which is unique. That's (2) different stock roller cams total.

People can get some nice top end on a turbo with the 90+TBI cams <--- only because they are probably in better shape, then put 4* RET to it. Performs like the '89 turbo cam then ... but with more duration.
Cindy, at least you guys have the guts to make what I need and nobody else does I should quit complaining and just do it.
Update, cracked #4 piston between the top ring lands- pics to follow.Jup too lean is my guess. This was at 14psi on a cold night, it is funny that the car ran ok even with the busted ring lands. 55psi on #4 compression test. Will have it back together in a week or so and then take it easier and get some datalogs going.
Damn that sucks. Looks like the thing under your name "resident piston cracker" is quite correct lol.

PS for the naysayer about our cals: Our cals are excellent, and yea there will always be a few people that may not 100% satisified, but alot has to do with their set-up and tuning as much as the cal itself. Our cals are in the fastest t-3 (wallace 11.68 and 427whp), the fastest 8v in Canada (shadow 10.99 eta) and hundreds (and maybe thousands at this point) of other racers and daily drivers alike. We wouldn't still be in business if our cals were that bad.....If your friend actually owns one of our cals and is having issues, tell him to call me.
I don't really think you can count Shadow's car as he's running a 4 bar map on your 3 bar cal which while it makes power is not what the cal was designed for since it puts all the fueling and timing tables that much more offset.

Your cals have seem to have gotten better though. I remember the days of people driving their cars around the block on your cals and the engine's blowing up. Then you turned down all the timing and flooded the cars with gas. But it seems like you guys are learning quite a bit with the dyno.
The interesting part is that I have a car with very similar modifications, very similar air/fuel ratios, but with the addition of forged pistons. It is only 3 PSI more than I run and I use primarily 87 octane fuel and ran over 7,000 miles with no intercooler that way. It now has 21,000 miles on it... An apples to oranges comparison to a certain degree but something is up. Is there a way you can check the total ignition advance with the scanner?
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