stuck... ive done the searching and im just seeing what the ST owners have to say.

 

yes they all regret it. they were unaware of the potential of da tt.

 

They all went Turbonator.

 

... .. still faster

 

coool... great feedback........................

 

I don't. Not one bit.

 

MIA any update on the 06 kit? or if we can buy a piece to avoid the steering rack area.

 

Aside from having the 05 downpipe cut and welded to fit or buying an 05 steering rack I don't have anything for you at this time. Sorry.

 

may i ask which might be the cheaper route?

 

very interested on ST turbonetics/vortech supercharger, help me decided what to get have you dyno your car? if so how much whp? planning to join FI this next week.

 

stock block will only handle so much power anyway. Only advantage I see the twins having is an earlier spool and an overall flatter tq curve - not as midrange peaky as a ST.

Otherwise the TT will cost and weigh slightly more

 

Modifying the downpipe should be cheaper by far...

 

This was at 9 PSI with a 10.5:1 AFR...

 

That's a nice looking graph, but it doesn't look like anyone else's graph of their turbonetics ST kit.

most everyone else's kit makes most, if not all, of its power by 5500 rpms. some may claim that there power curve pulls all the way to 6000+, but it you look at the graph, they may only make about 10 more HP from 5300 to 6300.

I know my kit was done by 5500, and with some creative tuning, we were able to get the power to hold at that same HP level up to 6000. I thought maybe it was something with the REVUP engine/MREV2 combo, but the guy I sold my kit to has a similar power curve.

.........and then, there are the guys who have attempted to crank up the power of thier kits (on built motors.) they all seem to peak by 5500 and then the power falls off really fast. Jet Pilot's car comes to mind.

Other advantages of the TT is alot less piping. Right turns come mind. With all that piping on the driver's side, I used to get some pipe rubbing/clanging when making (hard) right turns. Speaking of pipes, watch out for the uppipe mounting flanges. they tend to break off after a bit of use. I have seen 2 others with that issue, and mine had a tab break to. (of course, some poeple have reported manifold cracks on the GReddy TT, also.) Fortunately, Turbonetics has probably he best warranty setup out there; they take care fo their customers!!

my advice to people is to go TT from the start.......you'll end up there eventually.

 

^ True, my graph looks worse when it was tuned with utec at 8.5ish psi. I even have a return fuel system. I wonder why his kit is perfect in everyway and mine is not...

Anyways, I don't regret it at all!
I will regret it once the engine goes on me!

 

you guys realize that dyno chart is showing boost and hp, not tq and hp

 

I have no regrets.

 

wait a min... so what you saying, all I have to do to fit the TN kit to my 06 G is to modify the dp and everything else fits??? Can you give more details on what exactly on the dp gets modified.


THX


Mahdi

 

yes, I do. through the formula for calulated HP........HP = (Tq X RPM at that torque value) / 5252, you get some strange values for a TN ST kit. Rearrange that formula to find TQ and you get TQ = (HP X 5252) / RPM.

On most TN kit, you will achieve close to 300 RWTQ by approx 3000 rpm.......look at that graph....... HP is approx 120 at 3000 rpm......that would yield only 210 lb-ft of TQ at 3000 rpm. HUH???!!!??? and the boost is only at 2.7 psi? doesn't sound like a TN kit. and doesn't hit full boost until 5400 rpms? again, this doesn't make sense! the only possible explanation is if this dyno run was performed in 2nd gear.