We did the Power Tour in my GTO in 2006(when I still had the STS rear mount on @ 7psi). Fun car...and provided some pretty good action w/ other cars out on the open roads (and at the strips).

I think that any MODERATE setup w/ good tuning is fine for a daily driver. My problem w/ the goat is that there just aren't many opportunities to crank it up (without getting in trouble) in a commute. The automatic in my G8 makes for better DD use, I must confess, and the 200+ less rwhp keeps me safer (with the cops).

 

13lbs here..

 

Forged rotating assembly, was at 13lbs boost and decided to decrease the pulley size and upped the boost to 18lbs. Car does not have an intercooler I keep my foot out of and just run the good gas and it has been running awesome. Made a couple of logs with my LM-1 and it went from 11.8afr on the first pass to 12.3afr on the third pass. A front mount is the next car upgrade part (Mustang) and another one for the GN after that. Man this **** is getting expensive.

 

7psi on the stock bottom end, ported heads, blower cam, & good flowing exhaust.

 

My Nova runs 15psi on a stock bottom end 5.3L, car runs 10.30s @ 130, on pump gas and I drive it quite a bit and all over the place.

 

I watched your compilation, thats a bad *** nova. The steel wheels look smooth on that biatch

 

9# going strong

 

While these threads are interesting they are also fairly meaningless. airflow thru the engine is the true measure of power not how many pounds of boost is showing on the boost guage.

Airflow is measured in pounds per minute with scanners and turbos are rated in pounds per minute. For example a 25 pound per minute turbo is goint to max out around 250 engine hp. It may reach this at 20psi on a small 2.0 engine but might do it at 10psi on a bigger engine. A 50 pound per minute might put out 500 hp at 20psi on the 2.0 and 500 at 10psi on the bigger engine.

So you can say that you will usually gain more power going up on boost if you are talking the same turbo on the same engine to the point where the turbo reaches max airflow

Another thing is the better the engine flows the lower boost that is needed to make the same power. This is one reason it may be advantageous to run better heads, cam,intake.

Now you can compare setups a bit more directly if they have identical engine parts and identical turbos.

Now thats cleared that up I have my gates at 7.5 currently and will be going possibly to 15 plus next season.But the turbos might reach max airflow at 12psi or something in which case might upgrade them to bigger ones have to see how it goes.
Again I don't really care how much boost it says as long as I get my desired airflow and hp goals.

 

9-10 on the street, 12 on meth and a very mild tune.

 

Daily driven in Houston, Spring, Summer, Fall, Winter. 14psi springs but without a boost controller, it's only seeing 11psi. Drives like a stocker w/o boost but NO ONE passes me under boost. Lol... I should have gone turbo 10 years ago. This is just the most amazing and rewarding setup I've ever had. These cooler temps right now just make traction a bit harder to find since the Turbo loves it so much.

 

16lbs

 

stock motor. new cam, 7psi.

 

16psi on a C5R 427

 

12psi on a 9:1 LQ9 364.

 

8 PSI on the street.

 

~12 psi - more than enough for the street. Check sig for details.

 

Not a DD but 6 psi on the stock bottom end and still going

 

16 psi all the time...

3 years on a built motor, a Turbonetics turbo, and all Turbosmart parts... 8k miles going strong...

Gone through a clutch or two though.

 

10 psi normally with a 15 psi setting on meth for those pesky bikes!

 

What is the power limet of a stock LS1 block/rotating assembly on boost? Looks like they make really good power on low boost.