FQ200turbo asked:

Turbocharged D15 Honda Civic Vtec Xs Exhaust Manifold, T3 Garrett Turbo, Xs 38mm External Wastegate, 50mm Stainless Steel Exhaust, Front Intercooler, Stainless Steel Turbo/Intercooler Pipes, Fse Fuel Regulator and others. -check out the second part of this video www.tribaltuning.org … turbo civic garrett honda engine d15 lsi esi vti psi d16 hp bhp sohc vtec auto motor sport turbocharger t25 t28 t3 t4 run runs

Lauren Woods asked:


German carmaker Volkswagen is known for its precision engineered cars and the performance that they bring to the table. One of the cars in Volkswagen’s lineup which gives any driver a thrilling ride is the Fahrenheit. For the 2008 model year, Volkswagen has made the Fahrenheit even more appealing and more powerful.

The 2008 Fahrenheit will be equipped with a 2.0-liter turbocharged four-cylinder engine. This same engine is also being used by other vehicles from Volkswagen and Audi. The turbocharged engine provides power when needed without the lag that is commonly encountered on turbocharged engine.

The lag happens because turbochargers are powered by exhaust gases. When a turbocharged engine is of course just starting up, the amount of exhaust gases is not enough to power the turbine of the turbocharger. But with the engine on the Fahrenheit, the design has been carefully adjusted to make sure that lag is minimal.

The said engine can produce as much as 200 horsepower and 207 pound foot of torque. The combination of the horsepower and the twisting force gives the Fahrenheit a good acceleration.

In terms of stability, the suspension setting of the Fahrenheit is designed for sports cars. With that suspension, although the ride is stiff, the car can navigate sharp corners on high speeds. With aftermarket parts such as Volkswagen cold air intake, the power can be increased and the increased power will go well with the sports-tuned suspension.

The engine is paired with a six-speed transmission which has close gear ratios which provides smooth transfer of power from the engine to the drive wheels. The precision engineered transmission works well with the engine that clashing gears inside the gearbox does not send vibrations to the body of the car.

Stopping power is provided by disc brakes for the front and the rear. For the front wheels, the Fahrenheit is equipped with 12.3-inch discs while for the rear; it is equipped with 11.3-inch disc brakes. Stopping power though is not as responsive as the engine. According to some auto journalists, the brakes only activated when the brake pedal is pushed almost to the floor.

The Fahrenheit is a limited edition vehicle which means that one would not be able to see it on a regular basis cruising around city streets. The theme used by Volkswagen on the limited edition Fahrenheit is yellow. Exterior color is yellow which makes it call for attention. The interior of the Fahrenheit is also accented with the color yellow. Although the color and its use inside and out of the Fahrenheit maybe attractive, it will not be for everyone.

According to the German car manufacturer, the limited edition Fahrenheit will have a starting price of $27,880 for the model with the six-speed manual transmission. This is aimed at performance enthusiasts who are more favorable with manual shifting than automatic ones.

The addition of the yellow Fahrenheit in Volkswagen’s lineup for the 2008 model year is expected to turn heads. Performance enthusiasts are expected to take notice, but with the color yellow plastered all over the vehicle, it is guaranteed to attract attention of the general public.



Nash

JCell asked:

while fixing an exhaust leak i decided to take a small video of the turbo spinning. i’m barely applying any pressure. you can imagine how quickly it spools under load

Clifton

BLKTeg94 asked:

“9 second” “800hp 900hp” 700hp Subaru STI Evo “For Sale” Acura Utah SFWD 1320 “Fastest Car” Ricer Honda Civic “Del Sol” Accord Audi BMW BMX WRX RSX TL Cars Car 24.5 26 “Street race” “Street racing” “New York” California Florida Liberty Garrett Turbo 4294 “42R S372″ “Roll Cage” PPG T1 Cort “Cortney Green” Miller NRGTech Nyce1’s Barber “Jason Barber” Buscher BLKTeg94 BLKTeg-94 … Drag Car Race Integra second 800hp 900hp 700hp Subaru STI Evo For Sale Acura Utah SFWD 1320 Fastest Ricer Honda Civic …

skymarauder asked:

. 2007 Ford Mustang GT 4.6L 3V Turbo. S197. 5 Speed. Grabber Orange. 1970 BOSS Stripes. Nitto Tires NT555. Hurst Short Throw. Spec Stage 3 Clutch. BMR Suspension Pieces. HKS SSQV Blow Off Valve BOV. HP Performance Stage 1 Turbo Kit. 60mm Garrett Turbo. Tial Wastegate. SLP Power-Flo Axleback Exhaust. 457RWHP and 462RWTQ @ 8PSI. … turbo hp bov mustang s197 sn197 orange 281 burnout burn out tires smoke drive by fly doughnut flyby driveby grabber 2007 gt 5spd boss blow off valve nitto loud hks …

T Joseph

William Perschke asked:


If you pay any attention to the major collector car auctions held every year, you probably think you cannot afford a collector car anymore. The prices seem to have shot through the roof to the point of being ridiculous.

Let me assure you that unless you are looking for a museum piece that you would not want to drive on any road today, there is clearly hope.

I have friends that have bought and sold many collector cars and trucks over the years and I have certainly bought and sold my share of them.

In the last couple of days I found some examples of great buys that collectors such as you and I would be pleased to own. These cars are not showroom pieces, but who cares? They are nice rides that you and I could enjoy for very reasonable cost.

Take this 1971 Chevy El Camino, found on “craigslist”. The car shows very clean and straight. It has a 350 V8 engine with a Turbo 350 automatic transmission, power steering,  power disc brakes, and custom wheels. They are asking $2800 OBO.

OBO means “or best offer”.

Any time someone advertises OBO, you know they will take less. It is up to your negotiation skills to determine just how much less they will take. Now this has a lot to do with just where the seller is at in their efforts to sell. If you catch them when they really want to unload the burden they have of owning that vehicle (for all kinds of reasons), you can usually get a substantial savings when you buy.

Here is a 1970 Mustang coupe, also found on “craigslist”. It shows a straight no rust body, has a 302 V8 engine, automatic transmission, power steering, power brakes, and chrome wheels. They are asking $2200 OBO. Here we go again with the OBO, although I would not expect to get too much off on this one, for it is pretty cheap already.

These are just a couple examples of what might interest you. I find an incredible variety of collector cars and trucks like these almost every day, using a number of sources I have accumulated over the years. This is a passion of mine so I am looking for them all the time.

Now these may not be your cup of tea but there are many more where these came from.

Keep in mind what I am telling you about here are very low cost vehicles that would get you into the collector car arena. There is almost an exponential increase in the number of cars you can buy with every $500 you add to your buying power.

You can buy a collector car today for a reasonable cost; all kinds of them. This is just the tip of the iceberg. In future articles I will share my years of experience and passion about these historical pieces of iron. We will cover topics such as where you can find them (there are many places), how to know what you are buying, tricks for when you do buy them, buying them long distance, etc.

Mac Demere asked:


rs are traditionally rear-wheel drive. As is the 2010 Hyundai Genesis Coupe. Similar to a RWD racer, the Genesis Coupe 2.0T model is quick, responsive and fast. The standard engine is a 210-hp, turbocharged, four that makes a whopping 230 pound-feet of torque at a very low 2,000 rpm. Pricing for the 2010 Hyundai Genesis Coupe 2.0T is under $25,000.

The main purpose of front-wheel-drive, contrary to popular misconception, is to increase interior room. (And, if you haven’t heard, additional weight is not “road hugging.”) With a front-drive car, the front tires must do all of the acceleration and steering and about 80 percent of the braking, while the rear tires’ main job is to keep the gas tank from dragging on the pavement. This means a front-driver has more difficulty simultaneously accelerating and turning (or turning and braking). With a rear-drive car, the rear tires concentrate on putting power to the ground, while the fronts focus on turning and/or slowing down. The bottom line: A rear-drive car will always beat an otherwise identical front-driver around a dry racetrack or up a mountain road. Not to mention, a rear-wheel-drive car can do things no stock front-drive car can do: drifting powerslides and hooning, smoky burnouts. (”Hoon” is an Australian or New Zealand word translates to anti-social behavior and driving irresponsibly.)

The Genesis Coupe is also available with a 306-horsepower 3.8-liter V6. While the Genesis Coupe 3.8 V6 is notably quicker at the drag strip, the turbo four is the more enjoyable version of the car. Reasons are many: Much of the V6’s extra 100 pounds is carried on the nose, which tends to overwhelm the front tires. The four also has much lower first and second gears in its six-speed manual transmission. The combination of big torque and low gearing gives the four cylinder strong acceleration in the speed range that can be used on public roads without entering the Highway Patrol’s Frequent Offender Program. It also offers enough torque to squeal the tires leaving the line and on the one-two upshift.

The V6 moves the Genesis Coupe into a different realm. The V6 feels much less nimble than the four. Also, the V6’s manual did not react well to performance-oriented shifts, responding with harsh drivetrain shocks, as if we had never driven a manual. Also, the linkage of both manual transmissions suffered from an extremely annoying buzzing. Unfortunately, we did not have the opportunity to sample either of the automatics: five-speed with the four or six-speed on the V6.

The Genesis Coupe 2.0T will go head-to-head with the likes of the Honda Civic Si and the V6 Ford Mustang. The four-cylinder turbo is rated at 30 miles per gallon in the government’s highway driving cycle and 21 mpg. The V6 gets 26 mpg on the highway and 17 mpg in the city, when equipped with the six-speed automatic.

Both engines are available in a “Track” configuration, which includes 19-inch-diameter wheels with very sticky Bridgestone Potenza RE050A summer tires and stiffer suspension springs and anti-roll bars, as well as Brembo brakes. The summer tires will help the Coupe’s street performance but the stiffer suspension will be difficult to live with every day in pothole-plagued areas. Unless you’re really going to the track, stick with the regular model. There’s also a “R” version that removes some standard features, such as the sunroof, to reduce weight.

Safety features include six airbags, active head restraints, standard electronic stability control and anti-lock brakes. Included is a 360-Watt, 10-speaker Infinity sound system. Inside, the Genesis Coupe offers good quality materials and commendable fit and finish. This is one reason that the average residual value after 36 months for a Hyundai has improved to about 43 percent currently from 37 percent in 2005. All is not perfect as the blue on black digital information center is difficult to read, and the speedometer and tachometer are offset away from the center of vision, making them a bit difficult to follow.

The Genesis offers minimal rear seat room. Five 17-year-old girls would fit just fine, but the Genesis Coupe is a two-seater for big or tall adults. It has a hefty trunk with a pass-through for long items. Here’s the take-away: Rear-drive rules. Strong horsepower, low gearing and a low purchase are nice, too.

Anil Kumar Raju Addipalli asked:


The foreign exchange market – also known as FOREX – is a global marketplace for buying and selling foreign exchange, where most of the activity is the currency traders who use the market to generate profits from small movements.

Advantages of Forex Market :

* It is a market that is open 24 / 7, allowing traders to act on information and events as they occur.

* Trades can be done from anywhere on the Internet has allowed any device.

* Leverage – extended loan of negotiation – is accessible to the individual investor.

* Top of liquidity, which means that there will always be someone to buy or sell.

Of course, I can still tell you how the Forex market, but there is a tower … and it is that everyone is not having enough time to do their usual work and keep track of the market or lack the skills to do so.

Well, you do not worry about some guy with a vast knowledge of the FOREX market and programming have come to a solution to this problem:

Fap Turbo Review :

This is the most robust, efficient and easy to use software developed to date that automate the tasks of negotiation in the FOREX market. But what does this mean?, Simply download FAP TURBO, install, configure and monitor the money roll in

Do not get agitated, the configuration is not difficult at all, and when you buy TURBO FAP will be provided with several video tutorials and documentation to configure the program to meet your needs. You can customize it to improve its performance increasingly.

Fap Turbo as FOREX market, is working 24 / 7. The fact is that you must keep your PC on 24 / 7 so you also do not miss a good exchange. Mmm … wait, can not be right … much money is spent only for electricity. Once again, you do not have to worry at all, the creators of this great program have already taken care of this problem by providing a VPS (Virtual Private Server), where you can leave your robot to work just to a small fee.

You must ask, what is the price of this program?

It’s just U.S. $ 149.99, payable 60 days. It’s like having a demo of FAP TURBO 60 days. So if you are tired of using it or not get the results, simply return it and get your money, no questions asked.

So if you’re the kind of people:

* Does not want to waste time waiting for time to make a great trade.

* Do you want software to automatically trade FOREX.

* You want to invest in the FOREX market, but do not know how.

* Do you want to start making money today, not 2 months from now.

Then TURBO FAP is what you need.

Again, it’s just $ 149.99 USD

Just Download Fap Turbo here www.forexfapturbo.blogspot.com

James Flammang asked:

making their redesigned debut for 2007, the current-generation coupes were “redesignated” for 2009, topped by the new 335i xDrive coupe with all-wheel drive and a 300-horsepower, twin-turbocharged 3.0-liter six-cylinder engine. This is BMW’s first twin-turbo inline six. In fact, turbocharging has not been used on BMWs since the 1980s, when it appeared on a handful of models.

Engineers decided to revive turbocharging, because of recent technical developments. Relatively small turbochargers minimize the dreaded “turbo lag,” since they build up pressure much faster than does a single, larger unit. BMW also offers a 328i coupe with a 230-hp, naturally aspirated 3.0-liter six-cylinder that uses magnesium-aluminum construction. Transmission choices for both include a standard six-speed manual gearbox, or an available six-speed Steptronic automatic.

Each model is offered with xDrive, which is BMW’s version of all-wheel drive. On smooth, dry roads, xDrive delivers what BMW calls a “sporty, rear-wheel-drive feel,” which is precisely what most shoppers are seeking. Along wet or snow-packed roads, on the other hand, xDrive “automatically sends more torque to the axle with more traction,” promising helpful front/rear weight balance. Making iDrive an option lets those who favor high-tech control select that unit, but allows those who prefer a simpler, traditional configuration to omit the love-it/hate-it system.

Headlight design, taillamp detailing, outside mirrors and interior appearance were created specifically for coupes. Two-doors feature a long wheelbase, short overhangs, a setback passenger compartment, and a low, sleek roofline. The long hood reflects BMW’s tradition of inline six-cylinder engines. Corona light rings that serve as BMW-distinctive daytime running lights accent the standard xenon adaptive headlights.

Rear occupants in the four-passenger coupes have a center console between individual seats with separate storage boxes, additional air outlet vents, and footwell lights. Standard leatherette upholstery comes in Black or Cream Beige, with leather optional. BMW’s iDrive controller is an option, too. One helpful feature is the seatbelt feeder arm, which automatically moves forward, presenting the seatbelt to the driver and front passenger when doors are closed and the key inserted. Access to rear seats has been made easier, according to BMW, but it’s still a chore for the less agile.

There’s nothing the least bit gaudy or garish about a 3 Series coupe, which relies strictly upon clean lines and smooth curves to establish its presence. Performance is precisely as energetic as expected from BMW. The twin-turbo engine has all the go-power anyone will need, available in an instant. In typical BMW form, the manual gearbox shifts with ease and finesse, requiring a mere flick of the wrist. Adeptly matched to the gearbox, BMW’s clutch engages with smooth confidence.

Engineers have given the 335i a surprisingly comfortable ride, considering the coupe’s impressive level of road-hugging expertise. Rear-drive 3 Series coupes are well known for their sure-footed behavior, but xDrive adds an extra helping of assurance. Ordinarily, there’s no evidence of its existence apart from a badge on the fender. When the pavement turns wet or slick, however, it’s ready to take action as needed.

Only a light rumble can be heard from the twin exhaust pipes. Otherwise, the 335i is fairly quiet. Steering feel and response don’t get much better, or more satisfying. Particularly comfortable front seats provide sufficient space all around, though the front compartment is a bit on the snug side.

Prices start at $38,125 (including destination charge) for a 328i coupe with rear-wheel drive. For a 335xi coupe with the twin-turbo engine and all-wheel drive, the outlay escalates to $44,625. An automatic transmission adds $1,325. Additional options include Active Cruise Control, rear Park Distance Control, a navigation system, heated front seats, an iPod/USB adapter, and a Premium or Sport Package (including upgraded tires).

Mason

Haitham Alhumsi asked:


The first time I ever heard of twin charging (using both a turbocharger and a supercharger on the same motor) was probably back in year 2000. At that time I was very interested in performance for the Toyota Celica and naturally I also read a lot about its sister cars (that shared some of the same engines) such as the Camry and the MR2.

One of the most interesting aftermarket parts I ran across at the time was the HKS turbo kit for the 4AGZE powered 1st generation mr2. The 4agze (for those that are not familiar with Toyota engines) is a peppy 170 horsepower 1.6 liter engine powered by the Toyota SC-12 roots type supercharger. On this car Toyota used an electromagnetically clutched supercharger that could be disabled during low power requirements such as cruising, and engaged when the user demands it.

One of the most important parts of the HKS kit is the bypass valve. This valve was used to direct air from the supercharger to the engine at lower rpm/flow points. Once the rpm’s rise, and the engine starts to demand more air, and the turbocharger is fully spooled, the valve switches over gradually till the turbocharger alone is feeding the engine while the supercharger is completely bypassed. The twin-charged MR2’s were rumored to break the 300hp mark in some cases, depending on the final boost level and the supporting modifications, and this level of power for a 1.6 litre motor at the time was quiet astounding.

The theory behind this kind of system is to use a small positive displacement (roots style) supercharger. Supercharger performance efficiency is typically at its highest at lower engine and supercharger rpm’s (for example from idle to 4000 rpm’s). Above 4000 rpm’s the supercharger’s performance and efficiency starts to drop, the horsepower required to drive it starts to rise exponentially, and the air temperature coming out of the supercharger starts to rise dramatically limiting performance.

On the other hand, using a generously sized turbocharger will allow us to feed the engine efficiently with cooler air (than that from an overworked supercharger) and maintain high rpm performance. The problem with using a larger turbocharger is that a generously sized turbocharger typically doesn’t spool before 3000 to 4000 rpm’s giving us a limited power band and thus providing no performance boost at lower rpm’s.

The idea of twin charging is to use both a supercharger and a turbocharger to have each charger do what it does best, have the supercharger boost the motor for low end torque, and as it runs out of steam, the turbocharger comes online to carry us through to redline.

There are three aspects to these types of systems that make them prohibitive to most tuners:

1. Cost and complexity: Having a complete supercharger system as well as a complete turbocharger system on the same vehicle is a lot of money to spend and a lot of parts to deal with and diagnose in case something does go wrong.

2. The bypass valve used to bypass the supercharger (and yet hold in all the air pressure coming from the turbocharger) as well as being able to control this valve electrically or mechanically requires a custom made one off valve that isn’t quite available off the shelf. Although as I write this it seems possible to find a large sized dual chamber bypass valve plumbed to operate on the differential pressure between the turbo outlet and the supercharger outlet to switchover once the turbocharger pressure = the supercharger pressure + the tension of the bypass valve opening mechanism.

3. Since we are using two different types of chargers with two different efficiency maps, it can get very complicated to figure out how to tune the motor (especially with much simpler fuel injection systems that were used at the time) because the air density can vary dramatically at the same rpm point and pressure level depending on which charger is feeding air to the motor and at what proportion. This is also where the HKS turbo kit for the 4agze was at its weakest, namely at smoothing the transition point fueling between the supercharger to turbocharger switchover.

One of the things that has changed over the last 10 years is the availability (and proliferation of knowledge) about available alternative fuels or octane boosters. Two such options are:

1- E85 fuel which is comprised of 85% Ethanol which has an octane rating of about 100 to 105 octane vs the typical 87 to 93 octane pump gasoline.

2- Water / methanol injection systems that can be used either as supplemental fueling system (based on the methanol content which carries an octane rating of 110 octane or higher) or can be used for in cylinder cooling when the water vapor injected with the methanol transforms into steam inside the combustion chamber, thus extracting lots heat out of the combustion chamber, and thus slowing down the speed of travel of the combustion flame front simulating the effects similar to those of a higher octane gasoline.

With the availability of these octane increasing or octane simulating concoctions, it has become more accessible of recent for the performance enthusiast to build a different type of twin charger system that does not require a bypass valve.

In this type of system the supercharger outlet is routed to feed the turbocharger inlet or vice versa. Rather than either the supercharger or the turbocharger feeding the engine individually (in parallel operation) and switching between the two, we are now using a two stage compression system where one stage is the factory supercharger, and the 2nd stage is an aftermarket turbocharger system.

The net result of the two compressors is a compounding of pressure ratios. For example if the turbocharger waste-gate opening spring is set to a setting of 7psi of pressure above atmosphere (which is a pressure ratio of 1.5 given that 1 atmosphere is about 14.7 psig); and if the supercharger is mechanically geared to flow 50% more than the engine (for positive displacement roots style superchargers) at any rpm, thus having an identical 7psi boost setting or a pressure ratio of 1.5; then the resultant pressure ratio of the system combined is :

PR total = PR turbo * PR supercharger = a pressure ratio of 2.25

A pressure ratio of 2.25 is equivalent to 18.4 psi of boost (not 14psi expected by adding the two stages together).

So anyway, how does this relate to octane requirements ?

If the turbocharger is feeding the supercharger for example, and the turbocharger is ingesting fresh air at ambient air temperatures (T1), then:

1- The air exiting the turbocharger will be at a temperature T2, higher than the ambient air temperature (T1) by about 60-80*C depending on the exact turbocharger, and where we are on the turbocharger compressor and efficiency map.

2- The air entering the supercharger will enter at a temperature T2 ~=T1+60 and exit at a temperature T3 which is higher than T2 by about another 60-80*C depending on the exact specifications of the supercharger.

3- If we had an intercooler after the supercharger, then the air entering the intercooler will be at 120 to 160*C above ambient temperatures which is a lot of heat for the intercooler to attempt to shed in the short amount of time that the air passes through the intercooler core.

4- If we have no post supercharger intercooler (which is common on cars where the supercharger is packaged into the intake manifold of the car), then the air entering the engine will be at some 120 to 160*C above ambient.

5- This excessively heated air not only reduces power output (By about 1 horsepower for every 13*C) but it also increases the probability of the air fuel mixture automatically igniting in the motor pre-maturely before the spark plug has fired, and if this pre-mature ignition occurs early enough to catch the piston significantly far away from top dead center, then the battling flame front pushing the piston downwards, and the inertia of the system (and force of other firing cylinders rotating this piston via the crankshaft) pushing the piston upwards will cause extremely high pressures and a temperature rise on the surface of the piston ultimately damaging it and possibly damaging other parts of the motor as well.

For these reasons (pressure compounding, and combined temperature rise) sequential charging has seen very little application in the past. The use of a higher octane fuel by definition means that the air fuel mixture is more resilient to auto-ignition and detonation. Furthermore, in the event of a pre-mature ignition, the higher octane fuel creates a slower traveling flame front which gives the piston more time to travel upwards in the cylinder bore (Closer to top dead center) before meeting the flame front and this reduces the time that the piston surface is improperly pressurized and overheated reducing the possibility of catastrophic failure. Last but not least, the use a water / methanol injection mix includes two phase-change events:

1- The injected methanol changes from a liquid state to a vapor state at its boiling point of 65*C, i.e. as soon as it hits the compressed air mixture coming from the supercharger outlet. This phase change absorbs a lot of the heat out of the air and methanol mixture reducing inlet air temperatures even before the mixture reaches the combustion chamber and starts to get compressed. This temperature reduction goes a long way towards eliminating or highly reducing the possibility of detonation.

2- The injected water, changes from a liquid state to a vapor state at its boiling point of 100*C which depending on the availability of an intercooler in the system, my occur in the intake plumbing before reaching the combustion chamber, or may not occur until the mixture is ignited. Either way, when the temperature is high enough, the water mist injected in the air stream will flash vaporize into steam also absorbing a generous amount of the heat created in the combustion.

The availability of these two octane boosters makes it now possible for aftermarket performance part manufacturers to deliver safe and reliable sequential charging kits to the mass market.

One such kit which I ran across in an article from hot rod magazine was developed by hellion performance (http://www.hellionpowersystems.com) for the factory supercharged GT-500 mustang.

The kit supposedly produce up to 1000 horsepower at a boost level of 24 psi using two 61mm Turbonetics turbochargers.

To achieve 1000 hp requires around 1500 cfm of airflow at 24psi or 1500cfm at a pressure ratio of 2.63, or 750cfm @ 2.63pr per turbocharger.

Since most compressor maps for this size of turbocharger (61mm) peak out at around 600cfm @ 2.63 pr @ around 50% efficiency which is an extreme point on the map (i.e. the turbocharger is maxed out at this point). I’m going to say that I am confident that the kit is capable of supporting 800hp with a typical pair 61mm turbocharger, however 1000hp although dyno-proven, does not agree with what is published on most 61mm turbochargers. I’m not doubting the kit, I am stating that I don’t have a better reference for the specific turbocharger used in the kit.

Furthermore, feeding 1000hp from 8 injectors requires eight 750cc/min injectors by my estimate and this agrees with what is mentioned on Hot Rod magazine’s article of needing 75lbs/hour injectors (each lb/hour is roughly equivalent to 10.5cc/min) at a minimum or a total fuel deliver requirement of 900 liters per hour of fuel at a the fuel rail pressure which is typically around 45psi.

Looking at the flow capacity of the GS342 fuel pump supplied with the kit, which is 255lph @ 30psi, then using 3 fuel pumps gives us the capacity for 765lph which is about 2125 hp worth of fuel, so in that regard the kit is capable of supporting the power figure.

As you can see, it is possible to design such a complex system if the information (Turbocharger compressor map, turbocharger temperature map, supercharger compressor map, supercharger temperature map …etc) information were available before hand. What remains a mystery and an art of trial and failure, is how over-engineered is your engine, how much torque can it produce and still continue to survive, and how long can it continue to survive at elevated power levels. That is altogether a more exciting question to answer.



W.Baker