This is my hobby. Solo driving.

I'am going to improve my lap time with a GTT.

 

why do you post with 2 names?

 

See the cars. There are not the same.

 

That makes 3 of us.cant wait no more.

 

where are not the same why are freinds and were are the twins greedy turbo twin of puerto rico

nismo wheels
greedy exhaust
stoptech 4 piton calipers
kinetix racing plenum
nismo intake
helix pipes
stillen rear wing
aem Gauge-Type Wideband UEGO Controller
hotchkis sway bars and lowering spring
Unorthodox pulley set
hyper voltage system

 

 

Q mucho ajitan aaahh! aprendan a escribir ingles bien! tienen pal de errores!

 

Hmm theres a little invation from Puerto Rico Welcome to the Club boys!!! Mine is ready this weekend!


350Z_PR:

Quien eres? Yo pensaba que NO habian mas TT aqui en P.R. aparte de "Chiky".

 

kike somos diego y santos

 

 

Yes we are.

 

esto es para tony y su famoso evo

 

Ok, I speak no spanish, so I have no idea what most of the stuff on this page is, but I have a few questions that I didn't run across in this thread (though I must admit, I didn't read all of the 38 pages of posts)....

1.) I have a GReddy EVO2 exhaust system that has a double y pipe. Is this a problem with this kit?

2.) Since the chosen method of Fuel/Timing management is a TS reflash, is the reflash a generic map for all cars, or will it be tailored to include other mods on the car (like exhaust, intake, etc.) at the time of install?

3.) What methods of boost control are recommended or possible for this kit so that the boost rates can be changed on the fly, or is that not possible given the nature of the reflash utilizing a single map.

4.) Is the usual 11.5:1 A/F ratio going to be maintained in this system, or is a higher level used to near the 400 WHP level.

Really interested in this kit's ability to near the 400WHP mark safely, for about the price of a centri-S/C, just need to know if it's going to require replacement of my exhaust, etc.

Thanks to MIAPLAYA and Turbonetics for all the good information!

 

1.Not really a problem. But you would need to have your install shop fab up some type of pipe to mkae it work.

2. There will be a base flash but when you send your ECU out for the flash you are able to write down what mods you have and they can add that to your tune.

3. The included wastegate is sprung at 8 PSI but you could utilize any standard boost controller to turn up the boost if so decided. You would need to have some other system to adjust for the added boost ie: emanage, S-AFC, etc

4. Currently the A/F ratio as tested by Turbonetics from the beginning of boost to red line is 11.5/1.

 

So if the wastegate is sprung at 8 PSI, does that mean that the system out of the box will push that much boost without some type of external boost controller to keep the gate closed to a lower level? I only ask because I know that for the TT kits, 8 PSI is danger territory for an engine with stock internals. I'm assuming that regardless of what system provides the boost, the result on the engine is the same, which means that this kit will result in an engine with an exteremely short life.

 

So far Turbonetics has had no problems with their kit on their Z and have run as high as 9 PSI without issue. Remember that some STI and Vortech guys are running 8 PSI or more with good results. The power band on this kit is shifted slightly higher then on the TT kits and that translates to less strain below 4k as the boost is not fully on and not affecting a full 8 PSI of boost until 4k and above.

 

So maybe you can clear this up for me...How is it safe to run 8 or 9 pounds of boost with an S/C or a single-turbo kit, but even 7 pounds on the GReddy and APS kits isn't recommended without a bottom-end rebuild? I'm just trying to educate myself here, I'm not trying to be difficult. The learning curve is still pretty steep for me.

Thanks again for the info and the replies.

 

Most of this has to do with tuning first and foremost. Secondly it is in relation to where the boost comes on at. On the TT kits the boost hits hard low in the power band. Some believe that this amount of additional force causes the stock rods to bend. I am by no means the turbo expert. But it does seem to me that the majority of the issue is the tuning.

 

I guess you've kind of accentuated one of the big concerns regarding this kit. You can't really put it on a dyno and "tune" it, correct? Based on this, it sounds like the extra 1 or 2K for a highly fine-tuneable TT kit is probably worth the money.

Thanks for all your info. I really appreciate it.

 

Also one big factor with the TT vs Single is that with the TT you have more CFM inside your engien... a 9 PSI on a single turbo may be the same pressure that 9 PSI of the TT, but the TT have more Volume or CFM and that can bring more HP (with the rigth tune) but more Stress to the engine at the same time!

Hope this help you!