New high score: 558whp! - Page 2

Zzsteve · 09-28-2018, 10:28 AM

We have an intake manifold in the works currently.

im not sure on the tubular manifold, as it isnt really 'needed' at any normal power level, that the average consumer is currently reaching. most of our customer base prefers lego style parts, and a tubular manifold that will accept any random turbo (for conversation sake, lets say it has a T4 flange) makes that difficult. start mix/matching (or moving) the turbo around, and now you need a custom downpipe, custom charge piping and intake ETC ETC. it gets pretty complex (and expensive) pretty quick, which is why we developed the ZFR (and Z54) line of turbos that utilize the OEM exhaust manifold and location. going this route allows people to piece together their mod list as their budget allows, doing the turbo swap itself last. we have found the majority of LTG owners to not be very technical/experienced with installation, and throwing ANYTHING 'custom' or not a direct OEM style fit seems to cause more problems than it fixes. in the end, a tubular style manifold for this application seems to work best as a 1-off, custom in house build.

ryansalazan24 · 09-28-2018, 01:42 PM

Quote:

Originally Posted by Zzsteve

We have an intake manifold in the works currently.

im not sure on the tubular manifold, as it isnt really 'needed' at any normal power level, that the average consumer is currently reaching. most of our customer base prefers lego style parts, and a tubular manifold that will accept any random turbo (for conversation sake, lets say it has a T4 flange) makes that difficult. start mix/matching (or moving) the turbo around, and now you need a custom downpipe, custom charge piping and intake ETC ETC. it gets pretty complex (and expensive) pretty quick, which is why we developed the ZFR (and Z54) line of turbos that utilize the OEM exhaust manifold and location. going this route allows people to piece together their mod list as their budget allows, doing the turbo swap itself last. we have found the majority of LTG owners to not be very technical/experienced with installation, and throwing ANYTHING 'custom' or not a direct OEM style fit seems to cause more problems than it fixes. in the end, a tubular style manifold for this application seems to work best as a 1-off, custom in house build.

Maybe it could also be something build on personal demand maybe? I personally am completely fine with like a 7163 zfr, but I know some of the younger crowd may like to put a turbo thats too big to spool on there haha.

oldman · 11-05-2018, 02:35 PM

this thread is kind of funny, the OP is at 550 HP and the guys giving him the business are at 300 HP... LOL that is funny. The OP is under no need or constraint to bolt his own stuff on, or describe why his stuff is not readily available. Or even drive his stuff. I'm more of a builder vs drag racer myself. I'm old. LOL. Major props to the OP.

Evil-Bee-NH · 11-05-2018, 09:05 PM

Lol

Zzsteve · 11-06-2018, 08:52 AM

we should update this thread....the ACTUAL new high score, as of last week friday, is now at 607 WHP

Evil-Bee-NH · 11-06-2018, 01:28 PM

Quote:

Originally Posted by Zzsteve

we should update this thread....the ACTUAL new high score, as of last week friday, is now at 607 WHP

We'd love to see that dyno chart to see where the power is being made and the curve if any.

Zzsteve · 11-06-2018, 02:55 PM

Quote:

Originally Posted by Evil-Bee-NH

We'd love to see that dyno chart to see where the power is being made and the curve if any.

522 ft/lbs peak (465 average ft/lbs)
606.xx WHP (465 average WHP)

pretty flat torque curve if you ask me. this turbo is just about tapped out. broke the (2nd) (V8/SS) axle on the line trying to make a pass last Saturday.

sorry for the crap quality, the dyno printer is about out of ink, and uploading them here KILLS the quality and size. you can see where the HP and torque cross (5252 RPM) just about in the middle of the pull, giving you an idea of the torque curve. turbo is fully spooled under 4k.

this EXACT setup has gone 10.3x (on lower boost) at like 550 WHP........

Zzsteve · 11-06-2018, 03:03 PM

****im going to get a better copy of this ASAP. our dyno is in another building. i have to go over there and save it to a thumb drive.

Zzsteve · 11-06-2018, 03:46 PM

Evil-Bee-NH · 11-06-2018, 06:20 PM

Nice, thx. When would you say a good time to upgrade to the V8 axles would be powerwise?

Zzsteve · 11-06-2018, 07:09 PM

We broke the stock axle a few weeks ago. Swapped to SS axles and broke that as well. It was only 1mm thicker, and required the axle stub to be changes as well. I would not consider the v8 axle a substantial upgrade over OEM.

cooper1965 · 11-07-2018, 09:00 AM

Quote:

Originally Posted by Zzsteve

We broke the stock axle a few weeks ago. Swapped to SS axles and broke that as well. It was only 1mm thicker, and required the axle stub to be changes as well. I would not consider the v8 axle a substantial upgrade over OEM.

Wait...So you guys are running the smaller 200MM open diff?? Or you bolted the smaller open diff axles to the 225MM LSD diff?

Zzsteve · 11-07-2018, 09:11 AM

we swapped to an LSD diff and axles as soon as we started racing this car. i then installed V8 axles, by swapping the axle stubs on the diff itself, and bolting up the SS axles. surprisingly, pretty much all of the stuff interchanges with minimal effort.

Evil-Bee-NH · 11-07-2018, 01:16 PM

Quite the laundry list of modifications you got there.

11-05-2018, 02:35 PM	#17
oldman Drives: SS 6 speed of course Join Date: Jan 2016 Location: Hilo, HI Posts: 4,346	this thread is kind of funny, the OP is at 550 HP and the guys giving him the business are at 300 HP... LOL that is funny. The OP is under no need or constraint to bolt his own stuff on, or describe why his stuff is not readily available. Or even drive his stuff. I'm more of a builder vs drag racer myself. I'm old. LOL. Major props to the OP. __________________ Forged short block, large duration sub .600 lift Cam Motion cam, 7200 RPM fuel cut, Pray Ported Heads, 3.85 pulley D1X, stage II intercooler, DSX secondary low side, DSX E85 sensor, Lingenfelter big bore 2.0 pump, ported front cats, 60608 Borla, LT4 injectors, ZL1 1LE driveshaft and Katech ported TB, ported MSD intake, BTR valvetrain, ARP studs, ProFlow valves, PS4 tires.

11-05-2018, 09:05 PM	#18
Evil-Bee-NH 603 Camaros Drives: 2017 NGM I4 1LT Coupe Join Date: May 2012 Location: Manchester, NH Posts: 6,779 View My Garage	Lol __________________ MY 2017 I4 CAMARO BUILD JOURNAL \| YOUTUBE \| INSTAGRAM \| 316RWHP - 385 RWTQ HPTUNERS DYNO TUNE \| 12.693s @ 105MPH 1/4 Mile Last edited by Evil-Bee-NH; 11-05-2018 at 09:31 PM.

11-06-2018, 06:20 PM	#24
Evil-Bee-NH 603 Camaros Drives: 2017 NGM I4 1LT Coupe Join Date: May 2012 Location: Manchester, NH Posts: 6,779 View My Garage	Nice, thx. When would you say a good time to upgrade to the V8 axles would be powerwise? __________________ MY 2017 I4 CAMARO BUILD JOURNAL \| YOUTUBE \| INSTAGRAM \| 316RWHP - 385 RWTQ HPTUNERS DYNO TUNE \| 12.693s @ 105MPH 1/4 Mile

11-07-2018, 01:16 PM	#28
Evil-Bee-NH 603 Camaros Drives: 2017 NGM I4 1LT Coupe Join Date: May 2012 Location: Manchester, NH Posts: 6,779 View My Garage	Quite the laundry list of modifications you got there. __________________ MY 2017 I4 CAMARO BUILD JOURNAL \| YOUTUBE \| INSTAGRAM \| 316RWHP - 385 RWTQ HPTUNERS DYNO TUNE \| 12.693s @ 105MPH 1/4 Mile

09-28-2018, 10:28 AM	#15
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219	We have an intake manifold in the works currently. im not sure on the tubular manifold, as it isnt really 'needed' at any normal power level, that the average consumer is currently reaching. most of our customer base prefers lego style parts, and a tubular manifold that will accept any random turbo (for conversation sake, lets say it has a T4 flange) makes that difficult. start mix/matching (or moving) the turbo around, and now you need a custom downpipe, custom charge piping and intake ETC ETC. it gets pretty complex (and expensive) pretty quick, which is why we developed the ZFR (and Z54) line of turbos that utilize the OEM exhaust manifold and location. going this route allows people to piece together their mod list as their budget allows, doing the turbo swap itself last. we have found the majority of LTG owners to not be very technical/experienced with installation, and throwing ANYTHING 'custom' or not a direct OEM style fit seems to cause more problems than it fixes. in the end, a tubular style manifold for this application seems to work best as a 1-off, custom in house build.

11-06-2018, 08:52 AM	#19
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219	we should update this thread....the ACTUAL new high score, as of last week friday, is now at 607 WHP

11-06-2018, 03:03 PM	#22
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219	****im going to get a better copy of this ASAP. our dyno is in another building. i have to go over there and save it to a thumb drive.

11-06-2018, 03:46 PM	#23
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219

11-06-2018, 07:09 PM	#25
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219	We broke the stock axle a few weeks ago. Swapped to SS axles and broke that as well. It was only 1mm thicker, and required the axle stub to be changes as well. I would not consider the v8 axle a substantial upgrade over OEM.

11-07-2018, 09:11 AM	#27
Zzsteve Drives: 2018 2SS Join Date: Oct 2017 Location: Grand rapids, MI Posts: 219	we swapped to an LSD diff and axles as soon as we started racing this car. i then installed V8 axles, by swapping the axle stubs on the diff itself, and bolting up the SS axles. surprisingly, pretty much all of the stuff interchanges with minimal effort.

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