Chip and boost

JP112_89

Well-Known Member
Hi, question about chips. I have a 100 chip says boost 23#

Also have a 112 chip that says boost 24, 25#

Is heat the issue dutt stock intercoolers? Figured with 12 more octane points you could run more than 2 more pounds of boost. Timing is the same.

Is it the heat that causes it to knock even with 112 octane at 24-25# with dutt neck?
 

dynoman

Well-Known Member
If it's a TT chip , it is burned for what was ordered . That is one of the questions asked when ordering a chip " intended max boost with this chip ".
Are you seeing knock @ 24-25 psi with 112 octane ? If so , how much and when . Do you have a log ?
 

JP112_89

Well-Known Member
If it's a TT chip , it is burned for what was ordered . That is one of the questions asked when ordering a chip " intended max boost with this chip ".
Are you seeing knock @ 24-25 psi with 112 octane ? If so , how much and when . Do you have a log ?
no knock. Asked chip maker how much boost can I get out of 112 octane. Told me 24-25#... asked how far a 100 octane could take me replied 23# boost
 

JayC

T6P.Com/TB.com Administrator/Webmaster
Staff member
You can play with the timing and do that easy. Im surprised he told you so little.
 

Mr.Spool

Well-Known Member
Hi, question about chips. I have a 100 chip says boost 23#

Also have a 112 chip that says boost 24, 25#

Is heat the issue dutt stock intercoolers? Figured with 12 more octane points you could run more than 2 more pounds of boost. Timing is the same.

Is it the heat that causes it to knock even with 112 octane at 24-25# with dutt neck?
It depends on timing and air intake temps.
The stock intercooler heat soaks very fast and doesnt recover well unless outside air temp really helps it.
Be careful putting the squeeze to 100 octane as temps rise the knock can build.
Looking at ait and knock can show this.
The 112 can be pushed very hard much harder than 100,(to me the fuels arent even close)with a good amount of timing just watch the iat and if it starts getting ghost knock that most likely is the issue as long as the usual stuff is taken car of.
 

JayC

T6P.Com/TB.com Administrator/Webmaster
Staff member
Its really all about getting the timing right. Ive been championing low timing since the early 90s, maybe sooner. Everyone else was timing, timing, timing and I was all boost, boost, boost.

I wish the GNTType archive was a little easier to navigate. There were lots of discussion about this topic way back then. People thought I was crazy, now everyone does it.
 

Mr.Spool

Well-Known Member
Compression is the make it break it factor as well.
The new turbos are a game changer as well they lite up soooo much faster and move alot more volume.
Something needs to get the wheel turning😉
 

JayC

T6P.Com/TB.com Administrator/Webmaster
Staff member
Compression is the make it break it factor as well.
The new turbos are a game changer as well they lite up soooo much faster and move alot more volume.
Something needs to get the wheel turning😉

So you can do that with timing and fuel adjustments. Granted it might not be enough without a converter but if its close, you can get it there with timing and fuel. Im not a big believer in higher compression for these cars. The gains are minimal, and you restrict how much boost you can run.

Even the stock fuel and timing map has enough adjustability to accommodate this.
 

Mr.Spool

Well-Known Member
So you can do that with timing and fuel adjustments. Granted it might not be enough without a converter but if its close, you can get it there with timing and fuel. Im not a big believer in higher compression for these cars. The gains are minimal, and you restrict how much boost you can run.

Even the stock fuel and timing map has enough adjustability to accommodate this.
To a point yes
The head flow and cam dictates that from what I have seen
The higher compression seems to lite it up the combo alot faster is the turbo is oversized but narrows the tuning window quite a bit.
Not that you cant go fast on lower compression I've had both higher and lower compression motors and the tune needs to be different inmo.
both have run very fast just at different boost levels/dome pressure.
The lower comp motor and timing is alot more forgiving from what I have seen.
 

Mr.Spool

Well-Known Member
Im not a big believer in higher compression for these cars
From what I have seen that depends the fuel as well the alcohol based fuels seem to respond much better with the right amount of compression which is on the higher end
Which some would consider it on the high side but opinions vary😉
 

Mr.Spool

Well-Known Member
I guess we'll agree to disagree.
I dont think we are disagreeing at all😉
Let's get specific.
I'll go first.
The turbo response on say 8 to 1 vs 9.5 to 1 or 10 to 1 inmo the 9.5 will spool faster and create more torque/ get to the power earlier regardless of adding timing.
If the motor can move the air and one takes a turbo that can move let's just say 100lbsmin, the higher compression motor will get it there sooner like a bb turbo vs a journal.
This will allow for lower converter slip numbers and different fin angles due to combo moving more air earlier rather than relying on a looser stall to lite it up and therefore have more slip as the car is moving.
 

JayC

T6P.Com/TB.com Administrator/Webmaster
Staff member
From what I have seen that depends the fuel as well the alcohol based fuels seem to respond much better with the right amount of compression which is on the higher end
Which some would consider it on the high side but opinions vary😉

Thats true. In the BWR car, we ran 12.5:1 but it was methanol and no intercooler.
 

SCOOBY DOO

I'M NOT A MONSTER, I'M JUST AHEAD OF THE CURVE!!!
My build is in my sig...stock junk. With Erics 112 race chip on default it was 28/26. Depending on track prep I would run 34/26 to 36/26 for timing at 23 PSI with my combo all day long. Moral of the story. You have to be honest with Eric about your boost level you wanna run and your build. Note I left high gear timing on default.
 
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