Damn nice job... those twin 60-1 / Stage 3s can move some serious air... When do we see a twin GT-K 500 kit Tim?

 

for comparison, Charle's (Phunk)'s Greddy TT dyno chart (shown in blue)on his site is the closest thing I can find. He's running 14.5 psi and head porting, but 8.5:1 compression ratio. Also with JWT cams etc
http://www.cj-motorsports.com/cjmz/20.jpg


overlaying the two graphs shows you the ballpark differences between the two turbo kits
(I'm sure the location and dyno will vary the numbers a little, but you can still see the difference in shape of the curves)


but yeah, the SFR is a kit you want to rev to 8000 rpms with

 

From my experience with the greddy kit, this SFR kit seems to spool the same w/ a wide open exhaust. Can't really feel that much lag, and the power hits you hard from the 4k-5k just like the greddy kit from the huge power jump and it just pulls harder and harder to redline. Wish I'd gone w/ this kit in hindsight lol. SFR kit is easily way streetable.

 

After talking to Tim for roughly 1-2 hours and looking over his kit we have decided to go with this kit for 1)because SFR seems to really care about there products and there customer service 2)they seem to be the only one out there wanting to make a TT kit that can make well over 700whp with the according parts needed and overall they just seem to be intune with what the market wants.........

We will be putting there TT kit with 62-1's on a 4.3L Brian Crower Stroked Motor using Wiseco Fully Coated Pistons, Brian Crower Crank, Manley Rods, Manley Inconel 1.5MM Valves, Brian Crower Custom Turbo Cams, Fully CNC Ported Heads, SFR Intake manifold running two VQ TB's, RC 1000CC injectors, TF fuel system, TF True Dual Exhaust, Carbonetics Triple Carbon Clutch and Carbonetics Differential, Koyo Radiator, etc.....

So props to Kevin and props to Tim and the guys at SFR!!!!

 

This is going to be a bad-*** set-up for sure.Lets break some records!

 

Very soon

 

Thats great. With a curve like that...higher numbers seem inevitable.

 

Nice...I didn't think bigger turbos would make THAT much of a difference..

 

sick powerband guys, it will be cool to see where this goes - the sky is the limit with that turbo kit!

 

OEM headgasket and regular ARP head studs!! not to sound like an a** but lets see how long this thing will last with these 2 weak components.

 

With bigger turbos you move more air per psi of boost which is what makes the difference.These turbos are just getting to their peak efficiency range which means they will really start to shine from this boost level up to about 20 psi and then the efficiency will drop a little.

 

I am with you there.We will all be waiting to see how long it laststhe good news is thathe hit 23 psi during one run and the motor is still together and the gaskets didnt blow.He also has logged 101 dyno runs up to this point and everything seems oks.

 

what ems is running on ???????????

Edit i see it

 

Damn Tim, I should have some numbers for you next week. Hopefully the block can hold 20psi, since the motor isnt sleeved.

 

 

great numbers any pics of this set up?

 

Lol is there a race to 1000rwhp? Thats a nsty power curve. I guess the whole problem with getting top end in a FI Z was the size of the turbo.

 

Noice!! I wonder if you could shoehorn in a GT-K 650 or 850

 

Don't mean to take away anything from the numbers, but i can't believe no one has made a point about the SAE correction... SAE correction is NOT valid at such high elevations FOR TURBO CARS, assuming that this was done near Englewood, COLORADO (5369'), where Juztin's location is? SAE dynamometer corrections was instituted to predict (rather accurately) performance of NATURALLY ASPIRATED cars at different altitudes and temperatures, by essentially computing density altitude.

Here is the formula: CF=1.18[(990/press)xSqrt((temp+273)/298)]-0.18

(pressure is in millibars, temperature in celcius)

So, with pressure of 831 millibars at that elevation (approximately) and a temperature of about 50-55 at 3:40pm (we'll use 50degF=10degC), the correcton factor is a rather high 1.1899, or additional 19%. SO whatever number it measured, it added 19%. That's huge. So, at sea level, that's 538hp/446lb-ft and NOT 640hp/531lb-ft.

SAE correction is not an issue if you are near sea level, since it's small, and does not skew the numbers. Englewood, CO is at 5369' above sea level, with a high of 57degF on the 21st; I am assuming the temp was not much different on the 20th of February.

I am just doing this for the sake of integrity. Numbers lie all the time, and must be interpreted correctly. This is what happens on public forums, where people can come in and post things, sounding like they know their stuff, and mislead everyone. I am only saying this to bring some objectivity, that's all, my opinion of that turbo kit notwithstanding.

Now, if this was NOT done in Colorado, than that's something else, but i am sure it was.

 

seems like the only great measuring stick to see who's d!ck is bigger is the 1/4 mile. There are too many different dyno and adjustments to fairly compare.

the top end of the graph is mighty nice though!!