i wish i knew myself!

i hope no more bumps in the road...


-Tom

 

here is a pic from last week during my first pass w/ the new setup.
now that the mivec gear is fixed... hopefully i'll make a solid full pass this friday.





Tom-

 

well, for those following my build thread... its been a while since my last update. W/ the larger turbos the evo was basically a dyno queen.
Perfect for highway beat downs, but tricky at the track. Ended up lifting the head and blowing out the factory head gasket using regular ARPs. This time decided to go w/ the ARP L19 studs and a Cosworth gasket to keep things in check at 40-45psi... while it was down, i ended up powder coating some of my parts to make em pretty and easier to clean. Then convinced to go w/ the proven FP HTA3794r turbocharger. The car is back together and getting her ready for another dyno tune session to see what I can do on this HTA94
And of course better luck at the track...

my last pass was a measly 11.4 @ 134mph blowing the headgasket going into 4th gear and coasting through the traps.

 

It'll be interesting to see what the 3794 will do for you, we have a customer in the desert overseas making 600whp on 91 octane. he's doing a meth kit to get more out of it since they don't have race gas/e85 where he's located. I'm sure you'll dominate those numbers though.

I'm kind of puzzled about the head lifting though, I ran 46psi with an oem gasket and standard arp's. If that keeps happening I would check that head a little closer. Maybe I just got lucky hah

 

Yeah, it puzzled me also. The logs looked fine. knock voltage below 2.5v max.. Most in the 1.5 range, so definately no knock. Nothing funky in the logs prior to the gasket blowing out either. But talked w some big shops out there and they all said I should have been on L19s and a stopper type gasket from the get go, since the car makes that much whp. Who knows... It cant hurt to use stronger stuff, so I switched. I also sent the head off to get resurfaced and a fresh valve job while it was inspected. All good. So I dunno.... We'll see what happens. The shortblock is amazing though... Hasnt skipped a beat since day one, lol!

 

i have been wondering what has been up with the car i bet you are glad about going with that multi flange manifold from the beginning huh.. this thing is still going to be a monster good luck man.

 

It looks good and it will be a lot easier to clean. I think you will reach your goal this time with better launches and stronger head studds. Cant wait to see it!!

 

Yeah if you're blowing head gaskets you have some things going on that shouldn't be. How'd the head and pistons look?

I was also using regular ARP's on mine and 50psi boost and have had zero head gasket issues. Good luck getting it sorted out.

Aaron

 

People always only talk about how many psi they run with X studs or X head gasket. Yet 1 deg of timing doubles the cylinder pressure withOut det. So by simply running more timing and making more power at xxpsi the head lifted.

That is if there really wasnt any det.

 

No evidence of detonation for sure. Logs showed no knock and clean pulls prior. The burn on the plugs actually looked like it could use more timing. The pistons, just like new. No pitting etc. the car was making in excess of 750-800awhp on a local mustang dyno at 40psi. I also had boost to 45psi w the front facing turbo getting more air in 4th at the track, so who knows how much more power it was really making?

 

Its going back on the dyno soon so I can get it retuned on the hta94... So we'll see what happens. Same whp w better spool would be enough for me and my goals. Puttin around town, its already feeling alot more streetable

 

yeah I think you're going to be much happier with that new turbo. Keep us posted on the results

 

Yeah, I think so too Chris! And yep mrfabulous, really glad this flange accepts t3 & t4 leaving me that option, lol. Im probably one of the few that changed turbos backwards from big to small lol. Ill update the thread w the dyno results.

 

actually there was several guys that went from 42R T4's to the big T3's years ago. The problem I saw with the 42R T4 was that at one point you'd have 300whp but within another 1000rpm you were at 900whp which = spinning, changing lanes and generally going slow. The power with a big T3 is much more linear and predictable for the track.

 

^^ this is good example. my S400 car is like that. Honestly just too dangerous on streets unless you are on the highway but it was purpose built for peak HP in mind.