800+RWHP on Stock Forged Motor T-04 Twin Turbo System Installed and Tuned for 15K.
There have been a lot of questions about exactly what comes with my DIY T-04 Side mounted Twin Turbo System.
Here is a dyno Graph for what the system can make on a bone stock forged motor:
Here is the breakdown for exactly what you get:
1. Turbo system
2. Fuel system and engine management
Here is what is included with the turbo system for $9999.99
- .96 AR T-04 66mm Turbos With GTQ turbine wheels(800 HP each)
- CPE High flow Turbo Exhaust Manifolds and Up Pipes
- 3" Stainless Steel downpipes With V-band Connections
- (2) Tial 44mm Turbo Wastegates
- Tial 50mm Blow Off Valve
- Mandrel Bent High Flow Intercooler Plumbing
- High Flow Custom CPE Front Mount Air-Air Intercooler
- All Necessary T-bolt piping Clamps
- High Pressure Silicone Intercooler Plumbing Connectors
- Turbo Oil Feed Lines and Fittings
- Turbo Oil Drain Lines and Fittings
- High Temperature Silicone Wastegate Control Lines
- All Necessary Vacuum Tees and Hoses
- High Flow Turbo Inlet Plumbing
- Dual High Flow S&B Air Filters
- Heavy duty engine mounts
- Lifetime warranty on all piping
Fuel system upgrade:
- Polished fuel rails,with stainless steel mounting hardware and throttle cable bracket, O-ring AN fittings:
-55#/hr fuel injectors
-Boost-a-Pump, Tested to 800RWHP so far.
Engine management:
- Vec 3
Fuel system upgrade for *EDIT* 800 *EDIT* RWHP and engine management = $2,500.00
Installation and tuning =$2,500.00
Total = $14,999.99
Instead of boost-a-pump, I could substitute a walbro 255 with lines and fittings and a fuel pressure regulator for another $200.00 making the fuel system upgrade $2,700.00 vs $2,500.00 for the boost-a-pump setup.
The additional labor to install extra walbro in the tank would add $300.00 to the installation cost.
So 900 RWHP would be $15,499.00 installed and tuned. My mistake. I will definitely do it for that price.
Additional upgrades:
Here is what the Twin Side Mounted Intercoolers for 1K looks like:
Benefits:
1. No blockage of air to radiator, oil cooler or AC condensor associated with front mount intercoolers.
2. No preheating of air going through AC condensor, Oil Cooler or Radiator.
3. It is possible to fit much more intercooler core/volume/heat sink capability behind the foglights.
Intercooler piping that comes out behind the radiator for $350.00 looks like this:
Cool Air Intake: My system pulls air from outside the hot engine compartment!
Here is a picture of the monster air filters positioned in the front of the car outside of the engine compartment pulling nothing but cool, dense air to the turbos to force feed your snake with only the best!
Here is also a picture of where the air filters will be placed for the front mount intercooler setup:
==> Unlike the Paxton supercharger setup, this system pulls cool air through monster sized air filters!
I can do the entire system installed and tuned with VEC 3 and a BAP for $14,999.99 in about 1.5 weeks turnaround time.
Benefits of Turbocharging vs Supercharging:
1. It takes 100-150 RWHP(depending on boost level) to spin the Paxton supercharger.
What does this mean to the end user?
a. With Supercharger, lower peak RWHP on stock fuel pump/Boost-a-Pump combination.
b. More stress crank snout and reciprocating assembly at a given RWHP compared to a turbo car.
So whatever the supercharger is putting to the wheels, add another 100-150 the engine has to make to spin the supercharger.
More power output = shorter engine life period.
2. Adjustability of boost from the cockpit.
To change boost levels with a supercharger, you physically need to change to a smaller or larger pulley to spin the supercharger faster or slower to make more or less boost.
With an adjustable boost controller, the end user can adjust the boost level while driving or electronically with the engine management or the boost controller alone if advanced enough.
Adjustability of boost revisited:
==> With turbos, not only can the boost be adjusted from inside the cockpit, but also by Gear, RPM, Time/etc...
What does this mean for driveability for cars making a lot of power ie 900+RWHP?
Being able to ramp in the boost with turbos will be more user friendly, safer and easier to control.
Geez you guys aren't making this easy are you? Are you saying you have dropped your installed side mount package $5000, if so that is nuts? Do you have some pictures of underneath the car where all the goodies are installed? Competition is a wonderful thing I guess.
Geez you guys aren't making this easy are you? Are you saying you have dropped your installed side mount package $5000, if so that is nuts? Do you have some pictures of underneath the car where all the goodies are installed? Competition is a wonderful thing I guess.
Alleycat, the installed and tuned price with VEC 3 and BAP is what I originally posted it would be.
My side mounted TT AEM and fuel system upgrade would be 20K installed and tuned!
Alleycat, the installed and tuned price with VEC 3 and BAP is what I originally posted it would be.
My side mounted TT AEM and fuel system upgrade would be 20K installed and tuned!
What is a BAP, sorry I never heard of that term. What is the fuel system on this $15000 package. Is the AEM worth the cost over the VEC for this application?
What is a BAP, sorry I never heard of that term. What is the fuel system on this $15000 package. Is the AEM worth the cost over the VEC for this application?
Alleycat, BAP stands for Boost-a-Pump.
The fuel system upgrade is listed on the beginning of this thread
Fuel system upgrade:
- Polished fuel rails,with stainless steel mounting hardware and throttle cable bracket, O-ring AN fittings:
-55#/hr fuel injectors
-Boost-a-Pump
I have made 800 RWHP with the fuel system listed above on one of my turbo cars.
I did a standing mile pull resulting in 197 MPH at the mile mark on a 1997 GTS with stock motor except for T&D's on 7 PSI with 10.0:1 air-fuel ratios the whole way on an 80 degree night.
I did a 200 MPH standing mile pull with my 900 RWHP blower car on a 30 degree night on 14 PSI with 12.5-13.0:1 air fuels.
The difference is my blower car had a built motor and a set of ported heads.
So this puts into perspective the difference between a 700ish RWHP turbo car and a 900 RWHP blower car.
Very similar acceleration, waay less stress on the engine!
Having had both the TT and the SC, the TT is an entire level above. Everyone who has gone SC to TT says the same thing, too!
Paxton has had a kit around for years. Other tuners have been installing it for under the TT price for years too. But everything that P points out about the SC vs. TT argument is correct.
If you are going to dump 12-15k into something, the Paxton is at the end of its power if you hit 900rwhp. The TT's are just getting warmed up!
My .02... From some TT's that are just getting warmed up.
