When a turbo reaches near its max efficiency range they always make more TQ than hp-look at VRT's numbers and their JWT TT kits with built blocks. Past 15psi its nothing but hot worthless air. Suit yourself though ask MIA-he will confirm maybe on a Z with cams/headwork that turbo will hit close to 500whp, but 550whp never on our motors. Lol 20-23psi...

 

what's so funny about that? What exhaust was the AAM car running? It's quite possible they were running a restrictive exhaust, which could also explain the high torque numbers and lower horsepower numbers....etc.

Like I said, I wouldn't take AAM as the end-all be-all of what the 60-1 can do.

 

Stop saying that - I dont take AAM or any shop as the end all be all shop. But I do trust Mikes word on the situation, and this has already been discussed online. Its been agreed upon that this turbo will not do much past 15psi on our Z's and that what AAM made who wise is about what your gonna get out of it. Not saying you couldnt do more, but 90whp more NEVER. Look up old threads then come back and argue. And I dont recall the exhaust the car was running for the life of me....

 

Couple of thins contributed to Modifed Cars numbers. #1 they were running a DC sport TD exhaust modified for the Turbonetics kit. Not exactly the most free flowing exhaust but thats besides the point. The car was tuned fairly conservatively as well. 11:1 AFR is too rich with a built motor if you ask me. To the point of the turbo... Max flow is 57lb/min or roughly 570 HP of air. Less drivetrain loss we are looking at low 500s hp was at roughly 18-20 PSI of boost. Max boost for that power rating and still in the efficiency islan is somewhere in the neighborhood of 17.68 PSI. SO at roughly 18 PSI tuned for 11.5:1 with some good cams and and a motor would net you about 500 WHP.

 

.5 in A/F wont make a huge difference in power-and we really cant say how conservative they tuned it because we dont know how much timing the car ran/compression etc. In the realworld that 17psi efficiency is more like 15psi which is what I have been told and what I have read somehwere on these boards. At 15psi that thing wont make 500whp.

 

.5 AFR on this car makes a huger difference. You could easily add in several degrees of timing and still be at 11.5:1 not to mention with a water/meth kit you could run even moire timing and still be ok. I don't quite understand what you mean by the 17 PSI efficiency being 15 PSI in the real world. 17 PSI above ambient is the same efficiency for the compressor no matter how you cut it. Technically you would be at 18 PSI above ambient at the compressor outlet to achieve 17 PSI manfild pressure with the pressure drop across the intercooler core. Nonetheless 500 WHP is EASILY achievable at 18 PSI above ambient compressor with water/meth, added timing, and some good cams.

 

How will the TN kit work with my HKS TD? I know I will need a reverse Y pipe...It seems like it will be fine for now, but when I plan to build the engine later down the road, I would like to use it b/c I love the looks and sound.

 

How is the turbo lag on build motors with lower compression?

 

That should work just fine as long as however creates the reverse y does a clean job on it.

 

With a low compression motor its not turbo lag you dread its off boost response. By lowering the compression of the motor you decrease power delivery off boost. This results in a slower feeling car when not on boost but you can typically run more boost to compensate when on boost. I would run 9:1 and you should be fine.

 

can anyone post any dynos with TN kit above 450rwhp or close?

 

GREAT! I think the HKS would sound great with turbos. I may go to Sharif to do install/tune, so I think he should be able to a great job on the reverse Y.

 

Yup you'll be in good hands with Sharif...

 

I have 8:8:1 compression and my car hauls *** in vacuum on the freeway. I don't think a lower compression ratio is as bad on the vq as some make it out to be.

 

Thats good to hear. I still have a little while until i get to that point. Im sure the kit on the stock block will still be loads of fun.

Does anyone do any track events with their ST Z/g? I have seen a few drift guys with TT, but none with a ST yet. How would it compare to a TT for drift and road racing?

 

I think the ST would be a little harder to put down the power upon corner exit-not saying its not possible-surely it is, you just need slightly more finesse than some linear powerband kits like the JWT twins. When boost hits in the TN it hits HARD all that TQ comes on strong. If the car isnt straight chances are your going sideways...

 

Is there a definitive answer on this.. but is the JWT kit capable of 600+whp?

Also I thought Z1 Motorsports was doing the install on the modified magazine 350Z (I actually saw it at the shop) did they not tune it as well?

 

I've had no issues exiting corners at the track with my car...With a proper suspension setup, some good tires, and a decent driver corner exit is fine...

 

The Latest JWT kit is capable of beyond 600whp. I saw MrAturbo G35 car on an old nasty Stillen Dyno do 609whp last weekend. 638 Torque. Good high octane fuel, but the car was awsum on the rollers. On a newer load base dyno I'd expect 740whp. The VQ35 shows good potential to do 900whp as tech improves. D-Sport this month shows a Supra 1233Whp without nitrous.

Many after market items are required. Run the fuel pump (Walbro 255) at 18 volts - Done with no return line. But probably a good fuel pressure limiter..

MrA Turbo - will have a magazine article.. Soon and all will be told.
( Disclaimer Here )

Cheers Amy -

 

I agree, I've driven F/I's 350's with 8.5CR and 9:1CR...and stock CR...if someone could tell the difference blindfolded, I'd give them a cookie (driving blindfolded would be tough though )

This difference in the CR's is unoticeable.

-TODD