C5 Dyno (408ci, Twin T66, AEM EMS)
03-10-2004, 04:57 PM
#62
Originally Posted by Speed
That's wild. My LT1 has a single T72 with a .69 on it and it spools hard and holds it. My experience has been that too small of a turbine housing combine with not enough wastegate will cause it to creap up not down. The never ending world of possibilities in building cars 
Now that i think about it, a small housing will keep increasing boost. But if you can't get enough out, your boost goes up but power doesn't. Too much backpressure. So if you got a HUGE gate, that should work.
Interesting
03-10-2004, 05:05 PM
#63
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Originally Posted by y2khawk
That's for sure the case. You should size the gate based on the lowest pressure you want to run.
Now that i think about it, a small housing will keep increasing boost. But if you can't get enough out, your boost goes up but power doesn't. Too much backpressure. So if you got a HUGE gate, that should work.
Interesting
Now that i think about it, a small housing will keep increasing boost. But if you can't get enough out, your boost goes up but power doesn't. Too much backpressure. So if you got a HUGE gate, that should work.
Interesting
Well at first I was going to question the fall off a little bit about but I remembered when we were dynoing the 3.8 fbody kit we just released the damn thing would come up to the set boost and fall off maybe a pound. Turned out the boost controller was messed up.
Now on some cars I've done, I've seen internally gated turbos have had too much pressure in the turbine housing and overcome the wastegate actuator spring which will cause boost to fall off. I've never seen it in an externally gated setup tho.
I'm a huge believer in running somewhat smaller turbine housings and dumping a large wastegate to atmosphere. It really increases wastegate response and lets you get away with the smaller housings. Most of kits I've done that were setup for an off road vehicle dump to atmosphere after about 12 inches of pipe. Hell it could be something to try if nothing else.
03-10-2004, 06:18 PM
#64
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I'll be at the Supra meet and will capture and post some video of this monster. I sure hope it holds together and gets some good passes in.
I can't help but hope this thing stomps on all the Supras.
I can't help but hope this thing stomps on all the Supras.
03-10-2004, 08:57 PM
#66
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Nice numbers, What type of manifold did you choose? Are you using a custom header or manifold. We have seen over 1100 rwhp using a pair of 66 on a 351 ford setup. We were over 20 psi to get to that hp level. How big are the inlet pipes on the turbin inlet? Did you try removing them to see if the boost went up? I think a .81 housing would be perfect.
Props to the fabricator
03-11-2004, 01:15 AM
#72
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Sweet sweet setup.....and I am building something along teh same lines, minus about 300-350 hp in my friends 99 vette.
My HUGE question is about the AEM setup. I have been waiting and waiting and waiting for a LS1 AEM setup because they are such great systems, but it seems that they dont have one out?
If you could lemme knw the details, I really would love ot run this on my freinds car.
Hunter
My HUGE question is about the AEM setup. I have been waiting and waiting and waiting for a LS1 AEM setup because they are such great systems, but it seems that they dont have one out?
If you could lemme knw the details, I really would love ot run this on my freinds car.
Hunter
03-11-2004, 01:35 AM
#74
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Now I see why you'd have to take one of the turbo's off to get to the intake since they look to be attached to eachother. Nice setup, I hope you post the progression and the results from the track.
03-11-2004, 01:59 AM
#76
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That has got to be the sweetest setup I have seen yet !! We are in the process of building a 72mm GTQ on the Z06. I have a few different size turbine housings to try out on the dyno. Are most of you turbo owners using the LS1 Edit for tuning on the turbo applications ?
03-11-2004, 10:18 AM
#79
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As for the AEM, it really wouldn't be too difficult to do on an F-body and I could probably help you get set up (since it isn't drive by wire). The C5 is a whole different story, we weren't even sure we could pull this off in the manner we did, but the results of our work (actually I did the ECU install) speak for themselves. I could make a harness pretty easy if the GM ECU connector was available, but I don't think it is. 
I know you could probably do this with LS1 Edit to some degree, but the AEM has so much more... Data logging is 100x faster/better than using the OBDII interface (EFI Live). Boost control is accurate and built in (plus you can configure it to be speed based, more speed/more boost). It has a sophisticated antilag setup.
Basically, it can do just about anything you can think of (its even got a form of traction control, auto tuning, wideband feedback, just a whole mess of stuff).
I know you could probably do this with LS1 Edit to some degree, but the AEM has so much more... Data logging is 100x faster/better than using the OBDII interface (EFI Live). Boost control is accurate and built in (plus you can configure it to be speed based, more speed/more boost). It has a sophisticated antilag setup.
Basically, it can do just about anything you can think of (its even got a form of traction control, auto tuning, wideband feedback, just a whole mess of stuff).
Last edited by cr133r; 03-11-2004 at 10:49 AM.
03-11-2004, 10:32 AM
#80
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Yah, AEM makes a system for the Supras and my Supra contacts like it, though I've heard it's more complicated screen-wise compared to a FAST system.
Is the car stick or auto, I may have missed the answer.
Since I am about 45 minutes from Sound Performance, and saw their shop car go 9.02@153mph last year, I would say that it should be a challenging race if any of the big Supdawgs show up.
Is the car stick or auto, I may have missed the answer.
Since I am about 45 minutes from Sound Performance, and saw their shop car go 9.02@153mph last year, I would say that it should be a challenging race if any of the big Supdawgs show up.