- Joined
- May 26, 2001
We have been doing e-85 conversions on turbo cars for a few years now and have found with the higher performance builds they are not able to handle higher boost levels w/o breaking up like a 2-step is limiting RPM?
A slow rise in RPM will allow boost to 15-20 PSI, but a WOT burst will not get over 12-15 PSI w/o breaking up.
One GN we finished converting about a year ago was good over 20 PSI, but lately it has be acting like described and finally when the owner could not even get to 10 PSI, he came back to have it check it out.
We tried 2 known good coil pack/module units with little to no gain. After many other checks we finally were able to get a TR6 unit and installed it on the car.
The owner now has the mid-10 sec street car he wanted!
It is obvious the the higher boost, RPM, compression/cylinder pressure and alcohol all work together to make more performance, but it also makes it harder to light off the mixture in the combustion chamber.
Our race cars are usually fitted out with high capacity ignition systems for the above reasons, and the slower burning race gas must also have a very good spark for those conditions too.
My point here is the stock GN ignition was very good in its day, but with the performance levels we now have on even street cars, and the age of the original electronic components, the TR6 have given us a way to get to reliable performance levels with a simple and rather inexpensive way to achieve our goals.
A slow rise in RPM will allow boost to 15-20 PSI, but a WOT burst will not get over 12-15 PSI w/o breaking up.
One GN we finished converting about a year ago was good over 20 PSI, but lately it has be acting like described and finally when the owner could not even get to 10 PSI, he came back to have it check it out.
We tried 2 known good coil pack/module units with little to no gain. After many other checks we finally were able to get a TR6 unit and installed it on the car.
The owner now has the mid-10 sec street car he wanted!
It is obvious the the higher boost, RPM, compression/cylinder pressure and alcohol all work together to make more performance, but it also makes it harder to light off the mixture in the combustion chamber.
Our race cars are usually fitted out with high capacity ignition systems for the above reasons, and the slower burning race gas must also have a very good spark for those conditions too.
My point here is the stock GN ignition was very good in its day, but with the performance levels we now have on even street cars, and the age of the original electronic components, the TR6 have given us a way to get to reliable performance levels with a simple and rather inexpensive way to achieve our goals.
