Injected Performance bringing in the first four digit dyno number: 1016rwhp DD
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Injected Performance bringing in the first four digit dyno number: 1016rwhp DD
Follow up from this thread
26-27psi, extremely conservative tune
Engine: Injected Performance BC 4.2L, Cosworth Heads, IP Cams, L19 Headstuds
Transmission: Powerglide
Turbo setup: Custom Injected Performance Single Turbo (GT47-88)
Management: Haltech Platinum PnP Standalone (coming soon!)
26-27psi, extremely conservative tune
Engine: Injected Performance BC 4.2L, Cosworth Heads, IP Cams, L19 Headstuds
Transmission: Powerglide
Turbo setup: Custom Injected Performance Single Turbo (GT47-88)
Management: Haltech Platinum PnP Standalone (coming soon!)
Last edited by Dynosty; Jul 20, 2007 at 11:41 AM.
Originally Posted by SoundPerformance
Congrats guys !! But why does the HP fall off so much??
i think he said they are still using the stock Lower intake manifold and a crawford upper plenum. Maybe that is the cause
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This is a 350z first ever..... NOOOOOOOOOOOICCEE!!!!!
...from the last thread...
Well, the reason I mentioned this is that to me, from my research, this turbo, seemed wayyy too big. And the power drop off is likely NOT from the lower manifold entirely, but from the turbine A/R choice.
Did you get the .96, 1.08, 1.23, or the 1.39 A/R exhaust housing? The reason I say this is that he exhaust/turbine side exduceer diameter+the blade-to-wall clearance together have to be considered together with the A/R of the turbine. So, you already start out with a very large exducer blade diameter, and if you pick a too high a A/R, the turbo spool will be affected, while picking too low an A/R may spool up the turbos too quickly and hit the surge line on the compressor (since the compressor is really big).
I think that hte shape of your power curve has a lot to do with the above compressor/turbine choices. But, it doesn't really matter to you guys it seems since this is obviously a drag car project, not a well-balanced street car. I am not raining on your parade, that's truly incredible power that the car is making now, but was just curious of your research on the turbocharger sizing.
Originally Posted by InjectedPerf
I have been running a GT47-80 on my Supra for a little over a year now. We took a lot from what we know on the Supra and are using it on the Z. With 1.2L more displacement on the Z, a GT47-80 just felt small 
Did you get the .96, 1.08, 1.23, or the 1.39 A/R exhaust housing? The reason I say this is that he exhaust/turbine side exduceer diameter+the blade-to-wall clearance together have to be considered together with the A/R of the turbine. So, you already start out with a very large exducer blade diameter, and if you pick a too high a A/R, the turbo spool will be affected, while picking too low an A/R may spool up the turbos too quickly and hit the surge line on the compressor (since the compressor is really big).
I think that hte shape of your power curve has a lot to do with the above compressor/turbine choices. But, it doesn't really matter to you guys it seems since this is obviously a drag car project, not a well-balanced street car. I am not raining on your parade, that's truly incredible power that the car is making now, but was just curious of your research on the turbocharger sizing.
Congrats, great to see the Brian Crower Stroker Kit showing what it is really worth.
On a side note, technically wasn't Performance Motorsport the first in the four digits? They had something like 1500 hp two years ago and that was still a VQ35 I believe.
On a side note, technically wasn't Performance Motorsport the first in the four digits? They had something like 1500 hp two years ago and that was still a VQ35 I believe.
