The Merkur Club of America Forums

pupsxr · Post by **pupsxr** » Wed Jun 13, 2007 4:41 pm

other than me,who runs a t-4 on a 2.3 or stroked 2.3--just installed my pe computer @ 13 deg. with knock sensor still plugged in and still running into my same problem at 5000 rpm with the timing adjustment...???? please someone read my post of ''timing adjustment @ 5 grand''help before it gets a v8--starting to feel like money wasted,noone to help locally-lots of clubbers dig it and are trying to help but no-one who has modded a 2.3-this group has helped alot so far,but not alot of posts lately as i moved from t.o. back to thunder bay ont.and up at the mine for like 8 weeks straight-flying home tonight and with a 2000sqft. shop at home-pls. help the merkur madness continue!!!

Post by **John Brennan** » Thu Jun 14, 2007 12:44 am

PE should be at 10*. Unplug the KS.

Post by **DPDISXR4Ti** » Thu Jun 14, 2007 9:06 am

What is the actual problem?

yottabit · Post by **yottabit** » Thu Jun 14, 2007 6:56 pm

I wanna know how he got his t4 turbo to bolt up to the later style ported exhaust manifold, aren't t3 and t4 flanges totally different?

I was under the silly impression you had to have a custom header if you wanted to go to a t4.

Stealth_xr · Post by **Stealth_xr** » Thu Jun 14, 2007 9:59 pm

your right it was a silly impression. I have a T4 off a truck that slides right on in place of my t3. It was actually on a 2.0 pinto a while back. I also have a couple blown up semi t4s they have a bigger flange although they have the same looking opening just looks like it spreads the load over a wider area. It looks to be the exact dimensions of a t3 except for the divider for the turbine. I'll have to take some pics when i get back home this weekend.

Post by **DPDISXR4Ti** » Thu Jun 14, 2007 10:40 pm

Stealth_xr wrote:I'll have to take some pics when i get back home this weekend.

Please do. It would be the first T4 turbine housing in the history of mankind that has a T3 bolt pattern. Might be worth millions!

thesameguy · Post by **thesameguy** » Fri Jun 15, 2007 3:49 am

DPDISXR4Ti wrote:
Stealth_xr wrote:I'll have to take some pics when i get back home this weekend.
Please do. It would be the first T4 turbine housing in the history of mankind that has a T3 bolt pattern. Might be worth millions!

It wouldn't be the first time something like that happened.... Saab had a bunch of Mitsubishi TE05s built with a T3 flange. There is no reason some manufacturer out there could have asked Garrett to crank out some T4s like that.

Which would be odd, I admit, but not impossible.

BeefFajitas · Post by **BeefFajitas** » Fri Jun 15, 2007 7:49 am

Then it would be a T3/T4, not a straight T4.

pupsxr · Post by **pupsxr** » Fri Jun 15, 2007 1:35 pm

well it more a t3 ex housing machined to accept a t4 wheel--t4 comp. wheel and housing-so all t4 but t3 housing wioth t4 guts
-10 deg. it is and ill unplug the knock and keep u posted

Post by **DPDISXR4Ti** » Fri Jun 15, 2007 1:50 pm

pupsxr wrote:well it more a t3 ex housing machined to accept a t4 wheel--

I was gonna mention that's probably what you have, but I was having too much fun with my sarcastic response instead.

Still not sure if I understand what the initial question is - we seem to have gone off more in the direction of the subject heading any way.

2point3turbo · Post by **2point3turbo** » Sat Jun 16, 2007 1:40 am

Who here actually runs around 10-13 deg anymore? Uneducated I guess! The 2.3 runs best at 16-18 deg. Less detonation that way. Try it and you shall see.

flylear45 · Post by **flylear45** » Sat Jun 16, 2007 8:32 am

2point3turbo wrote:Who here actually runs around 10-13 deg anymore? Uneducated I guess! The 2.3 runs best at 16-18 deg. Less detonation that way. Try it and you shall see.

Yeah, the holes in the pistons lower the compression so you get less knock.

Post by **DPDISXR4Ti** » Sat Jun 16, 2007 10:07 am

flylear45 wrote:
2point3turbo wrote:Who here actually runs around 10-13 deg anymore? Uneducated I guess! The 2.3 runs best at 16-18 deg. Less detonation that way. Try it and you shall see.
Yeah, the holes in the pistons lower the compression so you get less knock.

Yea, that's the new mod all the kidz are doing these days! We all know that air-flow is what it's all about Jim, so why not increase the air-flow THROUGH the piston, for the ultimate in power production!

Yo, forget about 16-18 degrees, I'm going right on up to 25 and get my pistons ventilated before the lights even turn green!

2point3turbo · Post by **2point3turbo** » Sat Jun 16, 2007 4:34 pm

Is this the only site you are all looking at? I guess the Pinto turbo guys are a little more knowledgeable in this field. I dont want to sound harsh but many of the racing 2.3T guys are running 14-18 and all have found better performance and less detonation. I admit I may seem be a bit on the wild side about this one but I am right. I have been running 17 on all three of my XR's and on my turbo Pinto and have yet to hurt the engine in any way. I do have them all intercooled and bigger injectors and that makes a difference but do some research on some other sites and you will see I am not the only one out there using this setting. Knock me all you want but I dont have 278hp without NOS for no reason. Its all in tuning your car right and putting on the right parts to match. Have fun with this post.... I know you will. Ignorance is bliss!

pupsxr · Post by **pupsxr** » Thu Jul 05, 2007 3:29 pm

so 2point3turbo!-what are you running for an ecu,injectors,vam,cam,and what behavioral changes did you get from running 17* as apposed to 10 or 13*? i guess i am unedumicated but what do the jabs have to do with the problem?