Be careful on the generalizations, the dynapak dyno I dyno on can certainly load the car more than enough. When I go back for some WOT tuning I will see how this theory works out. Synergy's dyno can map boost along with hp and tq so it will be there in black and white.

 

Great numbers for a nicely priced kit. More boost !!

 

Again, there is alot of tuning left to do on this car. On some ealier runs we got peak torque at 3700 and 4000.

Our dyno says we hit full boost by 2900rpms This is a Precision T70, what T70's do you guys use?

Definitely not always the case.

 

Yeah, the dynapak is a better dyno, but how many shops on here in using one. I was referring to Dynojet and Mustang chassis setups.

 

Here's our 7psi run.

 

can't see **** , I know I'm not that old. Blow that sucka up.

 

Hopefully Ill be ordering this kit in a few months. Do you have any problems tuning the '98 since it has an LT1 style PCM? How much boost can I run with this kit on stock internals while being on a safe level?

 

New graph says 523rwhp 547rwtq.

Was this on a different car? 1st graph is listed as a 2000 camaro, and the 7psi graph is listed as a 98.

Also, what did you do different to get a 34rwhp/31rwtq increase by dropping 2psi? Im assuming you got the fuel pressure worked out and a more aggressive tune? 523rwhp/547rwtq are some damn nice numbers for only 7psi.

 

wow those numbers are great! id love to see some installed pics! and some pics of you FMIC.....

any numbers from the base kit with the FMIC?

 

GZM: This is not a bash in any way but more of a way to better understand your company's motivation in its decisions. FYI: I own a QMP kit and personally have always liked it. My kits torque peaked at 3600rpm on a dynojet and felt more like nitrous kicked in than boost. The main reason I like this kit actually is for its lack of turbo lag which surprises me that people are even questioning that feature of the kit. I think that will work itself out once you get tuning and boost under control over the entire rpm band.

Initially, Phamspeed came up with a tubular header design as the foundation of its turbo kit. Correct me if I am wrong but I remember there being a lot of talk around that time of the factory cast manifolds ability to support 800+rwhp with less heat to boot. Soon after Phamspeed redesigned the kit utilizing the factory manifolds. I am assuming this was done to offer a more affordable and easier to install kit..??
For whatever reason, that didn't last long either and Phamspeed joined forces with GZM.
Now, after the merge, you have dropped your original AND revamped designed kit and have gone with a revamped version of the TTi/QMP kit?

1. I find it very interesting that you would go from a free-flowing kit that seemed its only downfall was the downpipe having to be routed under the K-member, to a kit that has been scrutinized for its design and arguably the main topic of the most controversial threads in LS1Tech history. This kit ultimately led to the demise of QuarterMilePerformance. Re-releasing this kit destines Rob R. as the Jesus Christ of the LS1 world. The LS1 community loved him at first as he stood at the forefront of the LS1 turbo concept in R&D and tuning. Everyone watched his every move as he broke records on the dyno and the track. Eventually, the design caught up with him and we stabbed him in his stomach and turned our wrist bashing him to the end.

2. I assume you are aware Rob R’s reputation and the flaws of this kit. So, knowing this, what motivated you to recreate such a 'flawed' design of a turbo kit? I'm also assuming you have a QMP kit in your possession that you based your kit off of, so what were your conclusions and results with the kit and in what ways did you improve upon its downfalls?

3. Your kit utilizes a tang. exhaust housing vs. an on-center housing, which is what is used on the original QMP design. Correct me if I am wrong but the benefit of doing this would likely result in more power with less boost therefore causing less backpressure? That was supposedly the main problem with this design. I don’t recall exactly who but someone recorded up to an 11:1 backpressure ratio measuring 180lbs. of backpressure on approximately 16lbs. of boost. What backpressure did you record with your test QMP kit vs. your kit?

4. Whoever mentioned it: I wasn’t aware of any problems with the location of the wastegate except that some people tried using an additional wastegate in the crossover pipe to reduce backpressure, which ultimately led in the inability of the kit to hold boost. What other problem was there or is that it? Have you changed the wastegate design or did you find it to be fine how it is?

5. How do you feel about the pass. side exhaust passing through the driver side log? Is this not hard on the engine since the driver side cylinders are fighting oncoming flow? I never knew if it was this point, the wastegate design, the on-center exhaust housing, or the combination of all three that made people deem this kit as inefficient. I understand your point that log manifolds work but can you compare two separate log manifolds flowing exhaust into a Y in the same direction to one log manifold merging with twice the airflow and pressure facing the cylinders in which its passing? Is this only bad in theory or is it not as big a problem as it seems?

6. I know it is too early to tell how this kit will react to higher boost levels but do you think you will encounter the same problems Rob R. did with this kit; i.e. lifting the heads on his then record of 792rwhp at xx? amount of boost using L19 head studs?

7. With the release of this kit, what amount of boost/power do you suggest/limit this kit to on factory engines/forged engines. Was this kit reincarnated with the budgeted/600rwhp-limit demographic in mind or would you recommend it to someone like myself looking to achieve the power level in between street and drag, 700-800rwhp?

8. Finally, if this kit is more efficient that the QMP design, will current QMP owners be able to adapt your tang. exhaust housing to their existing hotparts without major modification or has the entire location/position/angle of the log and exhaust been altered too much?

 

What we can do is send you BIN file that you can just load to your HP tuners. If it does not load because of the difference in yrs, you can just copy all the maps and past them.

500rwhp seems to be a pretty safe level as long as the engine is in good running condition.

No, it was all done on a 2000 Camaro. Don't know why it says 98. All was done on a stock 2000 Camaro w/ 100K mi.

After we got our fuel pressure problem resolved, we just worked the afr's and timing. Everything just kind of fell in place.

BTW, we used 2 Walbro intank pumps and that did the trick. Fuel pressure never fell under 55psi

 

i say run with it, i had a qmp kit and i never made below 5xx rwhp. i think its a great kit for what they are doing with it. and i mean they made 5-- on what appears to be a mustang dyno, great job, they must have releived alot of the back pressure issues. keep it up and stay on the tuning and this will be a great setup.

 

Kaos, as soon as we get a chance, we will graph the turbo backpressure vers boost
on a dyno pull just like this one and then we will know for sure what the turbo is doing.
Also, we hit the max torque of this stock transmission, for anything above this last dyno pull. We adjusted the ecu transmission section to max pressure, and we started measuring slip above this. We can measure and graph slippeage with our with a custom program on the mustang and tell when and how much, and the tranny is maxed out. Hopefully well take it to the track if it doesnt rain and get some times.

 

Hey, so whats up with this kit? Is it released to purchase and for the whole kit, with upgrade and t-76 its about 5 grand? Now how will this perform up next to a d1sc kit for the street. My car is a daily driver, street warrior, wont see track much if any. Trying to findt he perfect FI set up for me that can grow. Right now im leaning towards the d1sc for 7 grand ish for all the stuff but now i notice this???? How will this perform o nthe street for a dialy or is the d1sc still better choice for me?

 

actually on the dyno my car was getting full boost on 100 octane at about 3600-3800rpm and I didnt get full tq until 4400...I was watching the boost gauge and boost controller and they both read full boost at about 36-3800rpm...just my experience but then again I'm on stock manifolds if that matters at all.....

 

Whats the update on this? Any new numbers on the dyno, at the track? Do you have backpressure results?

 

Man, those are totally sick numbers for stock. I love my LT's though, and with the blood, sweat, and tears (not to mention $$$) it took to get those SLP LTs on there, they're not coming off anytime soon... Is there a rear-mounted version?

 

Yeah, it's called the STS kit!

 

I know how you feel, my longtubes were a pain to put on too. I felt kinda sad when I was taking them off to sell them, but it's like the guy that bought them off me said "you're moving on to bigger and better things."