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There is no issue with the t4 stuff (ask truckdoug) but the units are a lot more expensive due to them being “custom”. So if you can do a flange change it makes life easier and cheaper.... the on3 78/75 turbo is a nice unit but the other turbo they offer have the same size turbine so it’s doesnt make much sense to me to swap to one of those.... talk to Jose at forces inductons he will tell you a turbo that has a compressor bigger than the turbine is silly.... if you end up doing twin 78/75 you won’t be disappointed... it will be laggy but who gives a ****.... I have a friend who put twin 78/75 on an ly6 in a GMC Sierra made 600 hp/tq on 11 lb
The on3 and vsr units i linked to have 3.5" outlets instead of 3" outlets and on one of them the ar is higher. I assumed this meant that it flowed more at the expense of spooling speed? i still cant imagine his setup being only .3 liter more, causing his to pull 1200 rpm less than mine. i just dont see it. 500 rpm maybe. but not 1200. I just limit it to 7200 because its a stock bottom end, but it really doesnt seem to fall off there either. I actually lowered my shift points to 6800ish because longevity needs to factor in for now.
If you turned the boost up you would notice it. It doesn't fall on its face I can just feel that it's not making power up there. It revs clean to 7800 just doesn't make anything up there.
If you turned the boost up you would notice it. It doesn't fall on its face I can just feel that it's not making power up there. It revs clean to 7800 just doesn't make anything up there.
Heres how I've always thought. I may be wrong, but i dont care and i dont think I am. So...
say my engine pulls hard to 6500. But it will keep going strong to 7000. Like it doesnt nose over, and it will pull it no problem....but maybe the rpm acceleration slows up a little bit from 6500 to 7000. My rpm drops on the shift to 5400 shifting at 7000....which is right around my tq peak. On the other hand say I shift at 6500 right where it peaks off....my rpm drops to 4700-4800.....below my tq peak so it has to climb its way back to 5400 and then pass it up. My theory and observation and time slips tell me that a slip "over rev" is beneficial in every case i've used it. My theory of why is because at higher rpm i'm making more hp than at lower rpm. I tend to still use this same analogy on my turbo car because i'd rather shift higher and not lug it with a lower shift....which I've read may result in bent stock connecting rods. Its a balancing act. But hey, do whatever suits you. If you dont like the twins, you can always change it. Its nothing but time and money.
i'm still interested in seeing what the car will run right now. I bet it'll run 10.50 or better. You need to go run it.
It'll go 9s as it sits. Like I said the car revs out fine but it's not picking up any power. Like I said turn yours up and you will see the same thing. And I'm on the same page with you on shift point and extension. I usually run mine out to 7200 and it drops to 6000 on the shift. Easy on the rods well past peak torque. Like I said I might go with a big single twins just seems like the easy option as far as power potential. We'll see how it goes.
Love the build! Maybe I missed it but what manifolds did you use for the original build? And was that dirty dingo power steering bracket the one that relocates it down and towards the water pump?
Love the build! Maybe I missed it but what manifolds did you use for the original build? And was that dirty dingo power steering bracket the one that relocates it down and towards the water pump?
They are just 2 passenger truck manifolds. The dirty dingo kit is the 98-02 camaro setup but on truck spacing
Something you don't see allot of people mention vs racing 7875 has a 3" inlet on the compressor and 2.5 inch out while most other vendors haver a 3" in and out on the compressor cover. Small compressor AR vs larger.
If you get on ebay search 7875c billet wheeled 7875s can be had for 270$ with the larger compressor cover. In multiple AR options .I bought a cast one last year it's been great. It's a clone of the turbonetics HP78 .
Not much to show as of yet but here’s the story for why it’s been so long.
hurricane Harvey hit back in 2017 and my roof got messed up so it leaked into the house while we got 48” of rain in less than a week. We honestly didn’t get it to bad compared to many other people. But… that was a good excuse to completely gut my house, I mean take out every wall and most of the ceiling. New layout and 14ft ceilings, added an extra room, new kitchen. You know all the **** the wife wanted to do. After all that I finally got back to driving the car and it had a tick, sounded like a bad lifter but wasn’t sure so it got parked. I built 2 off-road buggies 1 gsxr750 powered and 1 2013 hayabusa powered. Now those are done so I’m back on the Camaro. I got it all torn down and found the issue. Looks like a bad retainer on the exhaust valve spring for cylinder number 7. The valve stem was down to about 30thou below the retainer so it the rocker was hitting the retainer instead of the tip of the valve stem.
Also built a golf cart from scratch. Got the plastic body parts free on offer up and a 2013 sportsman 500ho from a friend and built a frame with the sporty damn engine/trans and suspension with a 4” lift and ranger springs
In posting all this I realize I’m really bad at taking pictures of the finished product.
I know this stuff isn’t LS related but figured y’all might like it.
The red buggy is from scratch suspension and all. The green buggy I used Miata rear suspension and cv axles, Chinese go kart front arms with atv knuckles and 14” rotors from the bike the motor came out of. All the tubing work was done with a JD squared model 32 bender. 1.5” 11 gauge tubing.
05-24-2019, 12:57 PM
