Hi peeps
Looking to get around 190- 200 brake out of a c1j engine with carb
What's the best set up?
ie turbo size/ psi running
carb jets size
Cam standard/aftermaket
anyone had there car on the rollers recently making these figures
roughly and don't mind sharing info
thanks
Theres several ways to go about it but the easiest/cheapest way will be to stick a full T25 on and turn the boost up. Fuelling, as ever, will be important and carb jet size will vary slightly from car to car. Roughly 20 psi at the manifold will be near enough.
Rollers are unreliable. (Scoff wrote a good article : https://www.rtoc.org/boards/showthread.php?t=14 )Originally Posted by GARY GRWTURBO
You seen the 1/4 mile leaderboard?
There's a summary of turbo size and boost pressure that people use;
https://www.rtoc.org/cgi-bin/leader_board.cgi
You can use the trap speed to estimate power (as per Scoff's article
T28
285 cam with vernier and uprated springs
AFR gauge.
Job Jobbed.
20psi boost
2.5" downpipe and 2.5" exhaust too as no point having a big blower and being restricted by the tail end.
Cheapest effective common option/set up, tomcat T25 turbo with Cossie 2 or 4wd intercooler and any 2-1/4 inch and above sized down pipe and exhaust, relocate header tank to oe airbox position and place airfilter behind headlight or where the oe intercooler was. This usually makes a good set up with minimum fuss.
I'd go with a t28 over a t25. T25 will be pushing hard at that point and leave you with no play for future mods.
Why exactly do you want that much power mate and what will you be using the car for? 170-180bhp is more than enough for fast road use in my opinion but everyone is different.
Fully agree with the above
My phase 2 is a real hoot with just 146bhp
I'm going for 200 with my phase 1 but it won't 'need' it to be great fun.
Mines 180hp and great fun.Needs another 20hp though.
All depends on how much you drive it I think when it comes to wanting more power, just get used to it. my daily is running 280bhp with the same in torque and was thinking in getting my rods done and going hybrid turbo. But since going away a couple of weeks ago and having a hire car for 12 days which was a 1.4 semi autoI got back my daily when I got home and I couldn't belive how quick it was
but you soon get used to it again
My old engine made 270hp with a t25
I agree with this, it's all just a numbers game, cause it really isnt needed and unusableWhy exactly do you want that much power mate and what will you be using the car for? 170-180bhp is more than enough for fast road use in my opinion but everyone is different.
What car do you have as a daily?All depends on how much you drive it I think when it comes to wanting more power, just get used to it. my daily is running 280bhp with the same in torque and was thinking in getting my rods done and going hybrid turbo. But since going away a couple of weeks ago and having a hire car for 12 days which was a 1.4 semi auto
I wouldnt say the higher powered c1js are unusable if you know how to peddle.
I had a lsd and semi slicks and found traction a problem and running slicks on the road I don't think is an option
There is a nice long tunnel on my way home, and I can assure you I USE the power in there lol, nothing like a bit of chad messing lighting the wheels and making flames with the windows open! (the TVR owners club thought it was funny to watch too lol, until they tried to keep up )
200hp -ditch the turbo, fit a tubular exhaust manifold, and a big bottle of nitrous
My old engine made 270hp with a t25I'm guessing as it was yours there was a lot of head work Involved.
If your looking at staying c1j, EFI conversion might be an option if your serious? Just a thought.
(I know your 1st post says 'with carb' but I'm looking outside the box)
Easiest way is to sort your intercooling ,T28 20-24psi boost ,fueling to match, 2.5 inch downpipe and side exit.
Or to strain the engine less add a 285 cam correctly timed up with double springs and 20psi should do the trick.
EFI is not needed unless you've already got all that and wanna throw more money at it. As efi don't really make more power just makes it simpler to accurately control fueling at this level of tune.
As for drivability big turbos are no issue as long as you keep up in the revs.
The bottom of this; Power Tuning: https://www.rtoc.org/boards/showthread.php?t=22002
And I'm moving this thread to somewhere more appropriate than the public boards. Surprised none of the moderators already did it.
Is it Top secret?
Members pay £15. If everything was on general chat no-one would pay anything and the club would cease to have a website.
And this is an appropriate board for the topic. This is not a general chat subject.
Hairy muff.
That's it
Maybe the mods are waiting for approval or the ok to act nay breath.
A very interesting read
Thanks for the infoA very interesting read
as it stands the engine is around the 160-170hp mark roughly
standard engine
K-tec 180 t2/25 turbo unit running 18 psi
re jetted carb
tubular manifold
gt tuning breadbin intercooler
gt tuning enlarged down pipe
scorpion exhaust
I don't want to throw no money on it so efi is out of my league
but got lots of bits laying around
front mount with pipe work/2 and half inch side exit exhaust/ full t25 turbo unit thinking of just throwing the t25 on and uping the boost to 20-23 rejeting the carb etc
I've got a brand new t3/4 turbo sitting here aswell but that would be well lagee
gt tuning bread bin intercooler should be good for 190hp ?
You say laggy but if you drive it hard enough you wont have to worrie about lag anyway, fit a bigger cam and the T3!!!!!!!!!!
You may find that 2½" sidey makes a big step up in torque compared to the Scorpion if it's the type with the narrow bore through the silencer, which was the norm for those. The sidey will be loud though.
The cup mod and a strong spring in a big actuator will give you response by stopping the creep.
To make the power you have to allow the gas in and out. The turbo might make less pressure and heat then for the same power, or more power for the same pressure.
That GT Tuning intercooler had a lower pressure loss across it, which is good, due to it's larger cross sectional area, but maybe cooled less well.
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