The one thing I haven’t touched is tuning for a different VE model like adding the MKZ 3.0 turbos or changing displacement. So it will be interesting to see what is involved.
I'm currently running a tune that I bumped all the tables up 2.5% using the VE calculator. So far I like the results, only reason I messed with it was more of a experiment to see if the air box made much of a difference air flow wise that it would benefit from a little adjustment in the tables.The one thing I haven’t touched is tuning for a different VE model like adding the MKZ 3.0 turbos or changing displacement. So it will be interesting to see what is involved.
Garrett considers the 58% efficiency curve to be the threshold of the choke line so I typically use that and with 200,000 RPM as the compressor speed limit. If you could squeeze like another 5 lb/min then it'd be worth it, but you really don't get that much more air mass pushing the turbo that hard. Generally speaking the MKZ 3.0 and Explorer ST 3.0 turbos would max out around 55 lb/min but someone was saying they were seeing 60 lb/min. I suppose if you had a much larger intercooler to reject all that heat, and you're OK with pushing the piston ring lands and very high turbine wheel speeds then go for it.I usually bump my max up to around 300 330 degrees, but haven't messed with injector timing, yet. Far as boost goes, I have logged 27 ish lbs, and had turbine rpm up around 260,000 rpm's. Yeah I know that's way the hell over rpm max for the turbos, on top of the fact your not moving any more air at those RPM's than down around 200 210,000 rpm's which seems to be about the " safe limit " for them so I have read.