and the answer is...........

Number 2

Thank you for playing please pick up your consolation prize at the door...

 

That Mustang is insane! It looks like it is going to jump off of the dyno!

 

Where's the dyno & what time will you be there?

 

Your friends car should have trapped 108-112 MPH with 300 whp.

 

It's stock...aparently you've never played the front wheel drive **** box game. Unless you have the time and knowledge (as sfp aparently does) its a PITA. Its far worse than the RWD traction game. With the horsepower we were making... We could drop the clutch at 5K...spin the tires in 1st gear, probably get allittle traction in second... and the fact we beat the **** out of the car before the one time we got it to the track. Then we screwed the FP up and poped the engine. I didn't get to make a pass, and we both at the time sucked pretty equally at driving. If the engine wouldn't have blown, we would have tried out DR's. But then say hello mr. clutch and mr. axles.
This car had no useable power.

SFP has my respect for such unbelievable numbers.

 

On the contrary I had a 90 laser fwd that did 103. It was a 2800k pound car and I doubt it was making 300 whp. Prolly 250whp or so....I admit as you add power your problems get worse and worse, but I have quite a few Honda frienda and they tend to trap real high even on real street tires.

 

Ok what would be the best option, my goal is 400 whp on 93 pump daily. You are offering the best packages that are bolt on so which one would be for me. I don't want to loose the driveability I am trying to achieve the best of both worlds.

 

E50 trim stage 3 exhaust wheel .63 a/r turbine housing.

here is a dyno sheet 23 psi 93 octane this was using a 50 trim/mitsu hybrid turbo. once he went with a full garrett 50 trim he made 466whp on pump, But this was on a DSM

 

Wow, 447 hp on 93

So on 91, how much less will it put down?

 

So this is a stage 3, without AEM support?

 

Nice graph. That's more of what I want out of my daily driven Evo... I'd like to bump up the bottom end a little though, you know, a little milk with my cake...

 

I think that the bottom is probably better than it appears, it looks like he did not hit it until 3500 rpm so you really can't tell what the graph would look like from a full on pull.

 

If that, indeed, is the case, I've found my turbo...

 

One thing, please don't take this the wrong way but isn't the Garrett T3/T04E kind of an old school turbo build design. Not saying it doesn't work but is this how you are able to keep the prices a little lower? Please don't take this the wrong way but I am kind of a newbie to the turbo world switching from a F body. If you would please school me on this design compaired to the newer designs?

 

The T3/To4e series turbos are old, but also astonishingly effective.

Your 16g, with its divided exhaust housing, for all its greatness, spools at around 3300 and has run a best of ~112 mph on pump and ~117 MPH on race gas. A properly sized TO4E might spool at 3600, trap a best of 117 or so on pump, and a 128 on race gas. Thats about 60-100 more potential whp for nothing for then 300 rpm difference in lag. These wheels have undergone some revision but are still very similair to the wheels of the same name designed 30 years ago. Aerodynamics WAS understood then, and the machine work has not really changed in their construction, so you are getting turbos that are very close to optimal, regardless of when they were designed.

The newer designs on the other hand are the ones that are a bit more questionable, people are still not comfortable sizing them, and seem to only use them for large applications, for instance the monster GT35R spooling well over 4k. I have a T3/To4e on my car, stage III turbine, 50 trim compressor, and can tell you that a 16g is no competition for it in any way.