Alex in Houston

I tell you what, your lack of mental alimentation is showing in abundance.
Next time you're on Turbomustangs.com, asking dumb questions in the DIY forum, about installing a turbo on that raggedy *** 4 eyed GT you have. You know that one with the crappy looking kit, that looks like it's parked next to that mad tight Double Wide (or did you trade for a pick-up truck so you could have something to drive in the winter, or whatever crap you were spewing). Jump into the BS forum and ask ANYONE about how many turbo kits i've designed/built/installed/sold for Mustangs.
Oh and pictures......................LOL, ----, talk to a few people from Houston (again just ask on TM.com for anyone in Houston) they have seen it live and in person
But just for ----'s and giggles



My SN95 with twin GN T3/T4's and Fox Coupe with a 2.3T in it


The new set-up laid ou for show-N-tell



The twin set-up I built about 6 years ago (Now belongs to someone in Ohio)



Same kit installed in the car

How about a Single Turbo Kit?


kit now installed on some car in Florida



The tow vehicle

Pictures, Worth A Thousand Words, I guess

Cray91

damn. most ppl on this forum are okay with off color jokes and ----, but that is just being a ---- about it. Guess it just shows a bit of your character. Get some class man.

baldur

Yeah well, a turbocharged V8 is the ----.

J-SMITH69

no im not going to call you anything but an exagerator,

all the things you mention require (i guess for a ford) to upgrade the cooling system.

like i said the ultimate heat of turbines is caused when the wastegate is closed and the exhaust stays in the pipe and close/near the same place a lot longer than it usually would. they do run hotter NORMALLY just because there is more travel time for the exhaust. and its close to the engine, raising overall temps.

i have a 500ft-lb motor, it had lots of heating problems. but now its just peachy with a flex fan & a nice shroud. stockish radiator.

409cid
hyperutecnic pistons 11.7:1
WP 225cc cast heads
solid lifter cam, advir dur 280/288 lift 518/536. rpm rage 3200 - 6800 (runs more like 7200 even with small headers/intake) float 7600
rollers 1.5
lunati crank
lunati race rods
holly street dominator IM (torque manny, needs a air-gap victor jr.
holly 750cfm dp
some smallish hooker headers.



the stock shroud did not work well enough was my problem. but a nice shroud solved the idle overheating problem.

i dont think your stock shortblock motor + 2 turbos is making 600rwhp or torque or anything close to that. that year of stang uses hypereutecnic pistons right? i saw the video. it looked like a quick mustang not a 10 second car. which you could easily run with 600rwhp and traction. whoever asked about the heads there is a airflow research sticker in the compartment so im guessing they are AFR somethings, hard to tell what size just by a small picture.

btw i dont know what i said that got you goin so much, i said overall temps at idle and cruising in a turbocharged car is a little higher, and the real heat comes at anything but cruising/idle. WOT ext... maybe i should elaborate? i meant a stock engine + turbo. if you're making a high perf engine ground up with all the goodies they make more heat because we all know power = heat. even without turbines, power + turbines = heat ^ 2. or somethin... more air more gas in the same cubic inches = more heat... ext


PS i didnt call you a ------ i just said happy ------ day, on MLK day...

Alex in Houston

You spelled exaggerator wrong, so call me something else (Like ------, since you said happy ------ Day For MLK. Last I checked he was black and so am I. You obviously can spell that correctly)
On my car not making 600 HP/TQ because you saw the video. LOL, in that video you're right. It made 445 hp and 537TQ, about all I could get from the .42/,48 Dodge T3's I was running on that set-up (look above that was well over 6 years ago). With the T3/T4 hybrids, I have enough turbo for 750 to the wheels (just not enough block).
Yep Yep, all 302's after 92 had hypers in them. Your point being? My car hasn't had hyper pistons since 98. Though I know plenty of people who have run ridiculous amounts of power with hypers. The only real issue with hypers is they are not forgiving at all. One good round of detonation and it's good bye Mr. Piston. The weak point (as far as power making) in my car is the block. Late model 302's have thin wall castings (to reduce weight) and anything over 550 RWHP is on borrowed time (such as mine).
Now I don't expect you to know Ford specifics (like block strength and such) but pistons are pistons and issues with hyper pistons are universal. Hell, the car in your signature uses hyper pistons and on the dope, it will easily make 700 to the wheels. MTI (the authority on LS1-6 performance) builds motors all day for those things that make well over 600 to the wheels. Know what pistons Jason uses in most of his builds? KB hypers..............Damn maybe you should tell him (and GM) that they can't make 600 with them.
Oh yeah, if you think that me replying to you calling my statement about heat retarded, has me going. You really don't know me or my passions. I'm actually pretty jovial about all this and find yuou and your back handed comments/remarks/ideas comical and mentally limited more often then not.

Also, the heads are AFR 165 64cc (to get compression down to 8.8:1_

J-SMITH69

find the hyperetecnic thead in the hybrid/tech section. i preached them ALL DAY LONG

i know all about them and what they can and can't do.

the thing about the cooling is, with turbine it only makes 1200hp at full boost. so on the street is like a racetrack where you are conanstantly boosting and in the high revs *sarcastic*

(which would require all sorts of cooling. such as rear end... ext)

so at no boost, cruising its not a 1200hp motor, its a 8.8:1 compression alum head motor with two huge exhaust restrictions and heat collectors.

what kind of numbers would your motor making without the turbines? 300-350rwhp? (considering you had a cam for that instead of turbos) low comp, set of nice heads, decent cam, IM... MAYBE 300rwhp?

J-SMITH69

enough about all that crap.

what did you do with the MAF, i looked at those pictures you posted and i dont see where it was placed.

is it in the boost pipe or before the turbo. seems to me it would have to be in front of the turbo in the inlet stream, just because the air would be compressed obviously.

also if you've used MAFs and injectors are they plug and play? if you took the stockers out and put in 46lb/hr injectors and a MAF configured for them would it run fine, with just the abilitily to pump more gas?

Alex in Houston

Yeah, heads,cam, intake (HCI) usually dyno 300-330HP and about 360 TQ

I run all my turbo set-ups as blow Thru, meaning the meter is placed after the turbos. In a twin design, it's the mosty accurate way to mwasure the incoming air from both turbos accurately.

With a single you can use the meter as Draw thru meaning in front of the turbo. Even in single designs, I still go blow-thru.

That's the idea in theory. In some cars it works out just fine. Drop in some bigger injectors, run a bigger meter calibrated for the injectors and you're good to go. I've worked on some that just wouldn't idle or had driveablity issues until a chip was burned for the set-up. It's really hit or miss. More hit then miss but that one miss can drive you nuts when you're trying to tune it.

J-SMITH69

what is the pros/cons of the draw/blow through methods for a MAF. i notice most stock turbo cars that use MAFs have the MAF as draw through.

is it really a matter of convinence of placement, it would be a lot easier to place as a blow through.

also, i was thinkin of reversing my shortie headers, but i havent looked seriously at what kinda room i would have for plumbing with them like that. would you think it would be better to use some old cast manifolds like from a truck or somethng that would either point the exhaust straight down or up