# Turbo talk.

**URL:** https://forums.speedlife.net/t/turbo-talk/260105
**Category:** Shift518 Automotive
**Created:** [August 22, 2011, 2:25pm UTC](https://forums.speedlife.net/t/turbo-talk/260105 "2011-08-22T14:25:35Z")
**Posts on this page:** 1
**Showing post:** 56

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### Author: ![10secondC](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/10secondc/32/6715_2.png) [@10secondC](https://forums.speedlife.net/u/10secondC)
#### Post date: [August 23, 2011, 8:34am UTC](https://forums.speedlife.net/t/turbo-talk/260105/56 "2011-08-23T08:34:52Z")

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> [@The "Oil Prices" thread.](https://forums.speedlife.net/t/the-oil-prices-thread/44739/106):
>
> why not? compression is only half the battle, GI-JOE!!!
> 
> less boost, more flow (bigger turbo(s)) + higher flash point fuel divided by high compression = OK
> 
> MOAR boost, more flow (bigger turbo(s)) - higher flash point fuel divided by high compression = :ohnoes
> 
> and there is allways timing to consider of course.
> 
> many guys in the vw world are going higher compression with race fuel/e85 on the same frame turbos and making more power than before, and safely.

Because with enough boost to make it worth while you will lift a head. Timing would be almost non existent, maybe 10\*, the internal parts in his motor aren’t up to the task of boost…lets see…what else.

I agree with the more compression, less boost argument…but on a Gen III it’s not a good thing over 11:1…and 11:1 is pushing it.

Just to add…with the current tuning available on the GenIII stuff 12.5:1 N/A is tricky. We are learning every day and gaining access to more tables all the time but it’s still not close to being 100% control.

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