Upgrade Turbos Dyno Numbers
#31
12-26-2015, 09:58 AM
So you traded losing 50hp and 80tq at 3300 rpm for gaining 80hp and 65tq at peak? It looks like the car loses power and torque everywhere under 4k rpm. I will be interested in seeing if there's any benefit to that in your acceleration times. Please keep us posted!
- Patrick
- Patrick
#32
12-26-2015, 10:16 AM
Yeah Patrick everyone loves the way the car feels. Whenever you go larger you will lose a little on the bottom end especially on the Dyno. While you're moving if you stab throttle it feels outstanding. We can get in deeper on the tuning and make that look better on the graph but we just don't need to. The response when you're driving leaves you wanting for nothing. I think when we put manifolds on it might be a little better on paper. Where it counts the car feels simply BIGGER! 4 to 5 mph more in the 1/4 mile and I'm assuming more than that in the half-mile. Can't wait!
Last edited by SamboTT@ByDesign; 12-26-2015 at 04:22 PM.
#33
12-26-2015, 12:41 PM
Absolutely... The most compelling reason to go Cobb AP outside of feature set is the ability to fully customize and tailor the tune to the user as opposed to an OTS tune. In WCCs case boost pressure/ timing can be massaged and added anywhere along the curve to smooth the line and increase the power. Timing can theoretically be added or pulled back based on data logs and what the particular build responds best to.
However at this level you will realize hardware limitations at approx. 650 Whp.
Kline headers only help to achieve the upper power band efficiencies at this level.
Remember Porsche factory engineers were able to achieve consistent 10 second qtr mile times with 200 less whp. The additional power Enrique added is best tuned mid to upper range.
However at this level you will realize hardware limitations at approx. 650 Whp.
Kline headers only help to achieve the upper power band efficiencies at this level.
Remember Porsche factory engineers were able to achieve consistent 10 second qtr mile times with 200 less whp. The additional power Enrique added is best tuned mid to upper range.
Last edited by White991TT; 12-26-2015 at 12:43 PM.
#35
12-26-2015, 12:57 PM
#36
12-26-2015, 02:19 PM
Great numbers.
Well just one world, WOW... First of all I will like to thanks my good friends Sambo ByDesign, Mitch COBB and Omar, you guys are pros.
This is what my car have
Kline Catless System
ByDesign Intercoolers
ByDesign Upgrade Turbos
COBB Custom Tune
Race Gas
The car on our mustang dyno (very low reading) gain 80whp and 65wtq (high RPM's) vs stock turbos, IC's, Exahust and Custom Tune
The car have no turbo lag, feels like the stock turbos but very strong at top end... vbox numbers soon.
This is what my car have
Kline Catless System
ByDesign Intercoolers
ByDesign Upgrade Turbos
COBB Custom Tune
Race Gas
The car on our mustang dyno (very low reading) gain 80whp and 65wtq (high RPM's) vs stock turbos, IC's, Exahust and Custom Tune
The car have no turbo lag, feels like the stock turbos but very strong at top end... vbox numbers soon.
#38
12-26-2015, 04:06 PM
Happy holidays everyone! Thunder, I don't think I ever made any quotes about anything being really bad. The Kline Innovation equal length headers produce a pretty amazing sound and have proven to be beneficial. Can you max out the fuel system with upgraded turbochargers and no manifolds? Yes you can. I love the Kline manifolds as does every one who is running them. Sounds outstanding! There's always several factors like budget and such that may dictate what a customer gets and when. First people wanted coding. Now it seems they don't LOL. The good thing is we have a System for everyone. Just like the exhaust. Several guys have switched to the Kline and they have been very pleased. If not I would take it back. Customers always have a choice and I stand behind everything as always
Looks like he is trying to sell more useless parts to make more money.
#40
12-26-2015, 07:30 PM
Maybe the graph makes it look worse than it really is. I have to remember that the stage 3 numbers are way above stock which makes it look like the car is losing power down low with stage 4. I bet if we compared a stock curve to the stage 4 curve they would look the same below 4k rpm. The stage 4 also looks more linear which is nice in a turbo car. I would love to see what it does on 93 or 91 octane too.
- Patrick
- Patrick
Last edited by PMNewton; 12-27-2015 at 07:30 AM.
#43
12-28-2015, 11:46 AM
Maybe the graph makes it look worse than it really is. I have to remember that the stage 3 numbers are way above stock which makes it look like the car is losing power down low with stage 4. I bet if we compared a stock curve to the stage 4 curve they would look the same below 4k rpm. The stage 4 also looks more linear which is nice in a turbo car. I would love to see what it does on 93 or 91 octane too.
- Patrick
- Patrick
This is what it put on 93oct vs 93oct with stock turbo (but the other bolt ons)
We do not spend too much time with 93oct tune, very conservative map... Eitherway it gain 45whp & 40wtq (at high RPM's)
Last edited by webcarconnection; 12-28-2015 at 11:58 AM.
