no legit et’s yet, but, i did a few mustang dyno
q/m pulls and the best was 11.9* @ 122
(clutch slipping in first)
that was at 6.4 psi (same as dyno sheet)
the car is now at 8psi…
i need to invest in axles to eliminate our irs wheels hop
issues or i’ll grenade the rear. hendrix eng. has built us
some nice unequal length axles to cure the hop and strengthen
our sub par stockers.
once i buy said axles, i’ll bring it to the track for some
legit runs.
nice been seeing hendrix name popping up more. esp with new camaro out. seems like good results with them. how about the carrier?
glad you have had good results with the tilton. just still not thrilled about oil lines front to back of car. but have been seeing some impressive butt mount turbo numbers lately
i think just as with anything the quality is in the time spent.
the oil lines are all pressurized the same weather it’s 9 inches or 9 feet.
the fittings and lines are rated at over 150 psi and only seeing 65 at best.
i think rear mounted v8’s are going to be the next big craze, as the benifits of these applications are far better to engine mounted setups as long as
pipe, turbo housing, and a/r size are matched up correctly.
the reason i say v8’s is when most think of turbo scenarios they think of lag
and spool time, with torky v8’s thats a non issue,… cooler engines (keeping the turbos extreem heat out of engine bay) make more power… and rear mounts make setup possibilities all most endless. as well as being able to service
and maintain the systems less of a headache.
ie: put the car on a lift and be able to check all system conections without clutter, or in cramped dark spaces.
yeah hendrix makes axles for the worlds fastes street gto’s…they make quality
parts with high end materials. i’ll be ordering mine in the fall. as far as housings???
time will tell.
Was considering a remote setup like that for mine. I just dont 100% understand the way the oil system works and wanted to piece together my kit. Never did figure it all out but would be nice to have the turbos out back like you said, makes for cooler engine bay temps, less clutter, etc. Easier to fab too. If my current setup dont work out too well, I’ll either go single turbo up front or consider a rear twin setup and hope these turbos i have will work for that as well.
personally i’ll take tq before hp all day.
at (peep the dyno numbers) 6.4 it’s at
468rwhp and 502rwtq.
my baseline was 330/330 bone stock…
it’s now at 8psi. with a “safe” tune.
330HP
444WHP @ 4.5 psi = 25.3 HP per PSI
468WHP @ 6.4 psi = 21.6 HP per PSI
Est. 490WHP @ 8 PSI
You really lost efficiency somewhere gaining 2 psi? I thought the HP/lb of boost stays pretty consistent until about 15psi - atleast with the 4 bangers.
I’m not saying by any means your car isn’t sick - it definitely is.
the tune dictates the hp and tq of any modern car. (ecu/pcm)
i’m within the limits of my stock maf and clutch, so i decided
to back off the timing & fuel in some of the ve tables to make sure
the motor and drive line last me till next spring.
at 10 psi it was making close to 540 hp and 600 rwtq.
those pulls were abondoned due to the spark getting blown out
in a few of the pulls.
my good friend hAs a NISMO 350z with twin turbos making
500rwhp and 400 tq.
