Edelbrock manifold going on TT mustang *PICS*

Wow its been a while since I have been here lol. I think my last thread was my dyno record of 640RWHP on the 2V stock shortblock...well the stock 95K shortblock is about to get pushed even further

Switching from stock PI intake W/ ported TF plenum and 75MM BBK throttlebody to my new setup that just came in today.







I still cant get over the size difference here lol





Also just switched over to E85, so now im out of fuel at just 9PSI and will need to revamp the fuel setup (twin GT pumps W/ Ford 80# injectors).

Switching over to sumped tank and full return system that can handle the E85

superstang01 said:

nice! this motor seems to never die haha

do you still have the cobra?

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Thanks Everyone!
Well I am a little nervous about pushing the motor and jacking my turbos haha but yes its been through a TON of abuse

Yep cobra is just wasting away in my garage lol...I rarely drive it but its nice to look at I want to try and attain 600RWHP out of the eaton...im at 518 now with all my portwork (which was pretty extensive) so im going to have to go off the wall but it should be fun in any case

tank_567 said:

I have a question about your car and 640rwhp. Now I had a stock block turbo mustang myself and was making 526rwhp @14.5lbs of boost w/ that intake. my brother had heads cams, intake, 11.1 compression and 10lbs of boost, made 530. Then my brother built a customers car(TF heads, custom turbo cams, eddy intake, built bottom end 9.5:1) made 626rwhp @ 19lbs of boost and last car I will talk about is a built Mach 1(20k in the engine) w/ twin 57s, 9lbs of boost made 600rwhp.(800+ on 93 and 15lbs+) Now I saw your videos and saw that you made 14.5lbs of boost, my question is why are you making more than 100rwhp over my stock engine and more hp over a built 2v, and built 4v, and a high compression 2v

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Sure I can answer your question....and first off let me say that I did look through your build and want to say congrats and nice job

With that said, (this will be long) I did see several "issues" costing you a lot of power but by far your problem is efficiency of your turbo and where its being efficient. And without seeing these other setups, im going to say turbo system design and turbo selection are the main issues.

I can go into a long tangent about why your dropping boost pressure now and why your car is running out of steam and why your wastegate cannot hold closed...but the short answer for where most of your "power" is lurking is BACK PRESSURE.
Any boost your seeing on that gauge is a measure of restriction...take a supercharged pullied cobra @ 15PSI. Now through LTs on it with full exhaust and you will drop a good 3PSI. Makes roughly the same power but is more efficient...then if you add that 3PSI back...um yea.
This is a great example because the blower is fixed volume per revolution...this shows exactly whats happening without a wastegate making up the difference. Back pressure generally causes intake pressure to rise.


Its the same type thing with a turbo car...your boost pressure in the intake is matched to a pressure ratio that's larger and also building in your exhaust. For you @ 14.5PSI, your exhaust pipes most likely seeing well over double, to almost triple that pressure! Your cylinders are having to push exhaust against a super high head pressure plus, some of that burnt exhaust is retained in the cylinder and then factor in any valve overlap and you get the point. As back pressure rises, so does indicated "boost" pressure to an extent...plus there is less room for fresh oxygen to fill in, with old exhaust still lurking behind from the previous event.

My car is designed to have as little back pressure as possible (closer to a 1-1 pressure ratio). I run two .96 A/R housing...and i'm betting yours is running through one of the same size or maybe less. One huge reason why my car makes the power that it does. Exhaust turbine flow has a HUGE impact on power. But that's just half of the issue.
Ever look at a compressor map? Where does your engine fall on that map @ 8PSI? How bout 14.5? How bout 20? (they work off of pressure ratio of course but its easy to convert) As your pushing more boost through your 62, its heading more and more toward its maximum flow...sure at around 8 PSI its doing great but you start pushing it and efficiency starts dropping. ...which means less and less power gained per PSI of boost. Look at twin 57s...they will peak in the 800RWHP area usually....get close to that an 1psi of boost may net you 2-5RWHP.
My twin 61s are good for around 1200RWHP....so around 640 they are just getting started. I was gaing in excess of 30RWHP for every pound of boost I added. And it was gaining more HP per pound until I stopped @ 14.5PSI (640).

All in all it comes down to the combo....you can have a well flowing compressor (your case with a 700RWHP capable turbo) but a low flowing turbine side. Or you can have the opposite. Neither are going to perform to their potential in terms of peak power and both will display similar effects of lots more torque that power. The former being a larger separation depending on how exaggerated the difference between compressor and turbine.

In the end you build the system to what your needs are...and your setup is a GREAT street setup. Quick spool with tons of torque...nothing wrong with your setup and it does the job it was designed to do...make a fun street machine.

Hope this helps and was what you were looking for