Finally going FI. Need a little advice.
06-02-2010, 12:58 PM
#21
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Thanks for all the info guys, and DreamLs1 yea we need to setup a weekend to meet up so i can suck up some turbo knowledge dude.
Corpse are you going to be running truck manifolds? And why the 408 instead of a 370? Also how much boost are you gonna run with e85? Thanks
Corpse are you going to be running truck manifolds? And why the 408 instead of a 370? Also how much boost are you gonna run with e85? Thanks
As for the 408-370CI, here is a thread i started.. tons of info. I decided to go with the 408 because i wanted to make good power and not a ton of PSI..
408 Vs 370
06-02-2010, 01:09 PM
#23
Well my car has been previously tuned by Dan "Dollar" Bills @ FLP. He did a great job on my NA tune, but i havent really talk to him about a turbo build. I know they love BS3 up there, and really dont want to have to cator to a tuner. Not nessesarily saying they wont tune my car without BS3 but thats just seems whats gonna happen if i talk to them. hopefully not. You know anyone else who is a kickass turbo tuner?
06-02-2010, 02:22 PM
#24
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Well my car has been previously tuned by Dan "Dollar" Bills @ FLP. He did a great job on my NA tune, but i havent really talk to him about a turbo build. I know they love BS3 up there, and really dont want to have to cator to a tuner. Not nessesarily saying they wont tune my car without BS3 but thats just seems whats gonna happen if i talk to them. hopefully not. You know anyone else who is a kickass turbo tuner?
06-03-2010, 12:13 PM
#25
Yes it is going to be a truck manifold kit and the reason why it's a 408 is because the 408was built for a twin setup at first, but I changed things up a bit and going for a large single unit (s91). I'm not sure about the boost yet but it should be around 17-23 maybe more, It all depends on the tuning really. If you have more questions PM me I can give you more details.
06-09-2010, 09:52 PM
#27
Been searching around for a turbo to build my setup around. Since a 88mm turbo would supposedly suit my needs i started searching for them. Whats the difference between a pt88, and a GT47 88mm precision turbo? I know that the pt88 is a T4 flange, and the GT47 is T6, but what else makes them so much different. Also i seen they are available in many different AR .96, 1.00, 1.06, also a few others i think. Can someone shine some light on these things.
06-24-2010, 10:18 AM
#28
Bump for my question! Also can anyone fill me in on how exactly a injector drive works with a stock computer. I am for sure keeping the stock computer for at least the first year of this build, and just want to learn more about them so i can budget one in if i really truely need it.
06-24-2010, 11:29 AM
#29
The LOW IMPEDANCE INJECTOR DRIVER accurately reproduces the ECU’s injector pulses in a PEAK & HOLD format and is compatible with full sequential, phase sequential, and batch fired injector pulses. There are no special set-up requirements and it installs easily between the ECU and injectors. This product can be used singly or in multiples for any number of cylinders or injector channels.
-Taken from FJO's website, I can't explain it better than that.
-Taken from FJO's website, I can't explain it better than that.
06-24-2010, 12:18 PM
#30
The LOW IMPEDANCE INJECTOR DRIVER accurately reproduces the ECU’s injector pulses in a PEAK & HOLD format and is compatible with full sequential, phase sequential, and batch fired injector pulses. There are no special set-up requirements and it installs easily between the ECU and injectors. This product can be used singly or in multiples for any number of cylinders or injector channels.
-Taken from FJO's website, I can't explain it better than that.
-Taken from FJO's website, I can't explain it better than that.
07-09-2010, 12:00 AM
#31
Started making a few purchases. Got some 1/2" ARP head studs, & AIS stage 2 meth kit. Also have been gauging high interest in going with a powerglide instead of a TH400. My race weight will be under 3200# so i think its totally feasible.
Still looking for a good set of heads. Any recommendations on a thick set? What are you guys using and how do you like them?
Also the OP has been updated.
Still looking for a good set of heads. Any recommendations on a thick set? What are you guys using and how do you like them?
Also the OP has been updated.
07-09-2010, 12:00 AM
#32
Started making a few purchases. Got some 1/2" ARP head studs, & AIS stage 2 meth kit. Also have been gauging high interest in going with a powerglide instead of a TH400. My race weight will be under 3200# so i think its totally feasible.
Still looking for a good set of heads. Any recommendations on a thick set? What are you guys using and how do you like them?
Also the OP has been updated.
Still looking for a good set of heads. Any recommendations on a thick set? What are you guys using and how do you like them?
Also the OP has been updated.
07-09-2010, 12:55 AM
#33
Been searching around for a turbo to build my setup around. Since a 88mm turbo would supposedly suit my needs i started searching for them. Whats the difference between a pt88, and a GT47 88mm precision turbo? I know that the pt88 is a T4 flange, and the GT47 is T6, but what else makes them so much different. Also i seen they are available in many different AR .96, 1.00, 1.06, also a few others i think. Can someone shine some light on these things.
Oh and there is a price difference. A new PT88 is about $1600 and a Precision GT 4788 with billet wheel is $2,600! I have had both lol. Just sold the PT88. The PT88 is a badass turbo. Just look around here at all the guys running the PT88+370ci and easily dipping low into the 9's and in some cases high 8's. Really the perfect street turbo without being too big. I just wanted to push my setup a bit further. Shooting for 1200hp and mid to low 8's.
Last edited by 355TurboLT1; 07-09-2010 at 01:22 AM.
07-09-2010, 06:35 AM
#34
Here are my two cents:
1) For 1000rwhp on E85, 96# will be close. Better to get 120# 160# injectors.
2) A stock PCM can be used for 1000rwhp, but a BS3 unit will make it way easier to tune. Unless your tuner has a huge amount of experience tuning 1000rwhp cars on E85, the person can easily waste the cost of BS3 unit dialing in the tune on a stock PCM.
3) For any type of streetability, ditch the powerglide for a built 4L80E.
4) For heads, go with AllPro. Anything less and you will be lifting them all the time at 1000rwhp.
5) Seriously consider a forged crankshaft.
6) What rods and bolts do you plan on using?
7) What pistons and rings do you plan on using?
8) What camshaft are you planning on using?
Building a 1000rwhp motor take planning and knowledge. If you throw a bunch of crap together, don't expect it to last long or make the power desired.
07-09-2010, 10:25 AM
#35
The GT 4788 and PT 88 as you know are both 88mm turbos. That's where the similarities end. The wheel designs are different, compressor cover is larger on the 4788(flows alot more) and the a/r housing on the GT4788 is much larger and flows better than the PT88. The physical size difference is another thing. The 4788 is almost a large frame turbo, its huge!(fitting it is not easy!) Not all 4788's are the same either. One is a Garrett and another is made by Precision. They are also not all T6 flange. Some of the smaller a/r units are T4. I have a t6 version in 1.08 a/r w/ billet wheel.
Oh and there is a price difference. A new PT88 is about $1600 and a Precision GT 4788 with billet wheel is $2,600! I have had both lol. Just sold the PT88. The PT88 is a badass turbo. Just look around here at all the guys running the PT88+370ci and easily dipping low into the 9's and in some cases high 8's. Really the perfect street turbo without being too big. I just wanted to push my setup a bit further. Shooting for 1200hp and mid to low 8's.
Oh and there is a price difference. A new PT88 is about $1600 and a Precision GT 4788 with billet wheel is $2,600! I have had both lol. Just sold the PT88. The PT88 is a badass turbo. Just look around here at all the guys running the PT88+370ci and easily dipping low into the 9's and in some cases high 8's. Really the perfect street turbo without being too big. I just wanted to push my setup a bit further. Shooting for 1200hp and mid to low 8's.
Powerglides are streetable, just depends on the car its in wether its nice to drive or not. And im sure as **** not going back to a 4L anything. Overdrive it nice, but not worth the price/weight in my opinion. And I am sick of a computer shifting for me. I dont bracket race ever, so consistency to the thousandth isnt one of my highest concerns.
I will look into the Allpro heads, still undecided on most of that stuff. Cam will be ordered threw cam motion, or comp. Pistons are most likely gonna be Diamond. Compression unknown at this point.
07-09-2010, 12:03 PM
#36
4) For heads, go with AllPro. Anything less and you will be lifting them all the time at 1000rwhp.5)
This statement is false. Performance Inductions(use to be ETP) holds more LS records than any other LS head and will be no different as far as lifting at high boost goes. What you are stating is a matter of opinion. Most of these aftermarket heads have thick decks so thats a moot point. The six bolt LSX head is what is needed along with a strong deck to avoid lifting. Both the all-pro and PI heads have this feature.
This statement is false. Performance Inductions(use to be ETP) holds more LS records than any other LS head and will be no different as far as lifting at high boost goes. What you are stating is a matter of opinion. Most of these aftermarket heads have thick decks so thats a moot point. The six bolt LSX head is what is needed along with a strong deck to avoid lifting. Both the all-pro and PI heads have this feature.
07-09-2010, 12:13 PM
#37
4) For heads, go with AllPro. Anything less and you will be lifting them all the time at 1000rwhp.5)
This statement is false. Performance Inductions(use to be ETP) holds more LS records than any other LS head and will be no different as far as lifting at high boost goes. What you are stating is a matter of opinion. Most of these aftermarket heads have thick decks so thats a moot point. The six bolt LSX head is what is needed along with a strong deck to avoid lifting. Both the all-pro and PI heads have this feature.
This statement is false. Performance Inductions(use to be ETP) holds more LS records than any other LS head and will be no different as far as lifting at high boost goes. What you are stating is a matter of opinion. Most of these aftermarket heads have thick decks so thats a moot point. The six bolt LSX head is what is needed along with a strong deck to avoid lifting. Both the all-pro and PI heads have this feature.
07-09-2010, 12:21 PM
#38
Call Cary @ Perfomance Inductions #734-658-1676. He makes one of the baddest LS heads money can buy. As long as you don't go over about 20psi you should be completely fine with his 4 bolt heads and o-ring. Hell plenty of guys(mightymouse being one)are running MLS and not pushing water at around 20psi. I went with Cary's 245cc catherdral port 6 bolt heads. But I am also going to be running a ERL LS2 6 bolt block so needed the best head to compliment it. Cant speak on All-pro as I have never dealt with them.
10-20-2010, 12:12 AM
#39
Few new parts, and a couple more questions guys.
Got some 317 heads that have been fully worked over.
LQ4 block & crank
Getting ready to take it all to the machine shop tomorrow to start tearing into it, and building the bottom end. Decided to go with Callies Comp-star rods, and Wiseco pistons with their rings as well.
Questions:
when picking out a camshaft does the person helping me need to know the exact turbo i am running?
Will 80lb. Siemen injectors hold up to my setup with the stock pcm?
What pushrods to use?
What timing chain?
And lastly I am having a difficult time finding info about he main difference between T-6, and T-4 turbos. I understand that the T-6 is larger, but what difference do the AR ratios mean exactly, as well as the ups, and downs of both t4, and t6. Thanks guys.
Got some 317 heads that have been fully worked over.
LQ4 block & crank
Getting ready to take it all to the machine shop tomorrow to start tearing into it, and building the bottom end. Decided to go with Callies Comp-star rods, and Wiseco pistons with their rings as well.
Questions:
when picking out a camshaft does the person helping me need to know the exact turbo i am running?
Will 80lb. Siemen injectors hold up to my setup with the stock pcm?
What pushrods to use?
What timing chain?
And lastly I am having a difficult time finding info about he main difference between T-6, and T-4 turbos. I understand that the T-6 is larger, but what difference do the AR ratios mean exactly, as well as the ups, and downs of both t4, and t6. Thanks guys.