Mike, an 8 sec drag car doesn't appeal to everyone where their personal cars are concerned. I hope you go 7s at 200, but hell, I don't even want another noisy, crappy low mass drag clutch within 100ft of mine.

Given two identical cars, the one with the greatest average power (not peak power) through the gears wins the race, 10 times out of 10. It's just physics. Comparing two significantly different cars is like comparing apples and oranges.


760whp worth of airflow is what it is, regardless if it occurs at 5000rpm or 10,000 rpm. The chart I posted proves that the hotside in question can support 760whp worth of airflow, nothing more, nothing less. Whether or not the user gets 760whp out of his combination is up to other factors. Nevertheless, a GT40R with that same hotside should support 760whp in a 2.0L just as it does a 2.3L. With a more capable turbo, the result should be even better.

Just FYI

 

people need to realize all these 8 sec or low 9 sec cars most of these shops are spitting out run slicks and are actually not 100% streetable. just because you ''can'' drive it on the street does not mean its driven all the time. more of a sales pitch if you ask me. if it was so doable everyone would have it.

 

And dynosheets?

 

...no its a street car, it has plates and everything, registered... you know street car

 

our time attack car is registered on the street... but then again, it has a cage, no ABS, R comps, flat bottom, no turn signals, no headlights

cb

 

Hey Ted, do you have the trap speed for this particular cars 9 sec run? I've never seen a trap speed for one of the built small frame twinscroll cars. After years of waiting for trap speeds I started to think that what Mike, Buschur, AMS and Shearer were saying about those setups dying up top was true for drag/strip cars we see on evom.

 

All the names mentioned above beside myself would make you think we all might be right.. Afterall we all build cars that actually have proven #'s at the drag strip.. Paper racing is for some but i prefer real world results and small frame turbos in twin scroll are DEAD on top.. If it was better dont you think we would all be using it?? its not like we have a hand in single scroll technology and sales.. its what works in small frame setups..

Mike

 

Mike, what do you consider small frame vs large frame? For expample, what is the smallest turbo you would run in a TS setup?

Fathouse

 

Mike, what's right for what you want isn't necessarily right for those who don't want what you want. I want a reliable, fast spooling 600whp road-race car with satellite radio and AC, with quickest possible transient response, that doesn't need to see the high side of 8500rpm and without the annoyances of a noisy low mass clutch, street slicks, and other things that do me no good. Correct me if I'm mistaken, but I think our wants are distinctly different.

Better in one way is almost always worse in another. A 1.00 TS T4 housing is proven to support at least 750whp from a GT40R. There are HTA3586 setups with TS 1.06 T4 giving 600+whp on 93 octane. There is no better way to reach my power target and keep more of what I want.

 

I don't know if Tim ever went to the strip with the 760whp configuration, but I'd think a 2.0L would be better suited for the drag strip due to its better high rpm efficiency. I think he had some issues with the 700+ ft/lb torque () breaking some drivetrain parts. LOL

 

I think the power band differences you two are discussing are MORE related to the stroke of the engine and NOT the turbine housing.

2.0L for 2.0L.... you shouldn't compare a 2.3L's powerband to a 2.0L... that's 12mm difference of stroke.