Jeez Louise, that's dangerously high even for the short-medium term reliability of your turbo.

 

 

 

Richer mixtures means higher EGT on diesels right?

 

only dangerously high if held flatout for long periods of time, there is so much speculations around EGT's and how high you can go before it becomes an issue (the yanks say 900deg is fine held) but it all depends on the engine type and also how quickly your are getting rid of the hot gases. So exhaust side and exhaust systems can then play a part in that!

 

Those temps won't damage the turbo, garret have built these units to with stand 1200deg+ its the other parts of the engine that don't take kindly to the higher temps (mainly the cylinder head)

 

my understanding too much duration and injecting fuel way after TDC causes high EGT's as you are adding fuel while its in its exploded state, thus creating hotter exhaust gases, you can run a rich mixture and keep EGT's sensible

Maybe my medium to low EGTs show my engine is performing relatively stress free then.    Which is good given the oomph it has

only dangerously high if held flatout for long periods of time, there is so much speculations around EGT's and how high you can go before it becomes an issue (the yanks say 900deg is fine held) but it all depends on the engine type and also how quickly your are getting rid of the hot gases. So exhaust side and exhaust systems can then play a part in that!

 

Those temps won't damage the turbo, garret have built these units to with stand 1200deg+ its the other parts of the engine that don't take kindly to the higher temps (mainly the cylinder head)

 

my understanding too much duration and injecting fuel way after TDC causes high EGT's as you are adding fuel while its in its exploded state, thus creating hotter exhaust gases, you can run a rich mixture and keep EGT's sensible

 

There is a BIG difference between VNT and FGT safe working temperatures silky, 1200 degrees celsius is in no way shape or form suitable for a VNT, remember the cretinous yanks still tend to quote all figures in fahrenheit!

Trying to find some facts and not internet gossip.

Borg Warner. Mention 1050c on their early VGT. But like I say trying to find facts.

http://www.turbos.borgwarner.com/products/turbochargerPassengerCars.aspx

Trying to find some facts and not internet gossip.

Borg Warner. Mention 1050c on their early VGT. But like I say trying to find facts.

http://www.turbos.borgwarner.com/products/turbochargerPassengerCars.aspx

 

"The regulated two-stage R2S® boosting system,

the world’s first gasoline VTG or

the first turbocharging system for extreme exhaust gas temperatures of up to 1050°C

are just a few examples of BorgWarner’s innovative force."

 

Read it like this, they're three entirely different claims for three entirely different turbos, the 1050C WILL be a ceramic FGT, not a VGT.

This one talks about 950c for the VGT.

http://www.turbos.bwauto.com/tools/download.aspx?t=document&r=530&d=623

Different rollers different results though as this car is now owned by Clarkey666 and we both had ours running on Shark rollers at 256bhp although mine had more torque at 423lb/ft.

 

Mine too ran 270bhp on Jabba rollers so just shows !!

 

Have now booked the car in for upgraded injectors so will see how that changes things 

Mine was 258bhp and 392lb/ft Darren, though I suspect there wouldn't be much in it between ours really. I'm interested to see how you get on with bigger injectors. PM me with the details of the injectors and mapper with results if you don't mind please. Hope the car is running well.

PM me with the details of the injectors and mapper with results if you don't mind please. Hope the car is running well.

 

Why can't 'Darren' just post the info here, is it a secret?

Why can't 'Darren' just post the info here, is it a secret?

Darren can choose to do as he wishes, in the same way you choose to be infinitely pedantic on this forum with the vast majority of your posts.

Back to the point Darren, pm me or share in here if you wish. I'm interested to know what else can be achieved with our relatively similar setups, that's all.

Darren can choose to do as he wishes, in the same way you choose to be infinitely pedantic on this forum with the vast majority of your posts.

Back to the point Darren, pm me or share in here if you wish. I'm interested to know what else can be achieved with our relatively similar setups, that's all.

 

Fairy nuff.

 

Come out of the closet Clarkey, no need for secrecy, I know you love me but I'm immune to flattery 

Not at all, I just find your needlessly catty posts and assertions on here dull. Even more so when they are utterly inaccurate, like your claim that the figures on warwick's car were not achievable. Luckily we all now know these figures are accurate and have been surpassed by others recently as reflected in this thread.

Not at all, I just find your needlessly catty posts and assertions on here dull. Even more so when they are utterly inaccurate, like your claim that the figures on warwick's car were not achievable. Luckily we all now know these figures are accurate and have been surpassed by others recently as reflected in this thread.

 

Now who's being catty, if I don't agree with someone I say so and I say why I don't agree, if you don't like it or don't understand it then ignore it.

 

Your problem is you have no basis for what you say and you don't like it when someone calls you out on it.

Now who's being catty, if I don't agree with someone I say so and I say why I don't agree, if you don't like it or don't understand it then ignore it.

Your problem is you have no basis for what you say and you don't like it when someone calls you out on it.

I understood that you vehemently claimed Jabbasport Stage 3 Fabia claimed (and dyno proven at Jabbasport) figures were not possible on stock injectors.

No basis for what I say? Other than independent dyno printouts, erm, no I guess I don't. However, they're sufficient for me and others.

Anyhoo, back to the point. OP, great figures you have there. I imagine your car goes very well indeed, you must be pleased.

Has anybody actually done "conventional" tuning mods on a PD engine? I'm talking about old school mods such as cylinder head modifying, port matching, bigger valves, camshaft etc?

 

Does it have a place on modern (ish) Turbo Diesels? or is it a case of screwing ever more boost through it?

 

Would be good to know from someone who's actually done the deed, Devonutopia maybe?

 

Would a bigger capacity bottom end get any real benefits? Is there anyone who's increased the capacity of the 1900 engine much further? is it even possible?

Great results. Warick hunts old car puled 270bhp on standard injectors a few years back which shocked quite a lot of people.

Definitely shocked Shark lol