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V3 Vortech istalled on 02 Saleen S281

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#41 ·
we didnt relocated the IAT because i have tuned HUNDREDS of this setup and i already know what the IAT's will see on a hot summer day.. the car is tuned based off IATs being steamy LOL..

when we do meth injection and a smaller pulley, we will relocate the IAT into the discharge tube so that it senses the meth injection.

thanks bob kurgan
 
Discussion starter · #42 ·
flyin_hawaiin said:
we didnt relocated the IAT because i have tuned HUNDREDS of this setup and i already know what the IAT's will see on a hot summer day.. the car is tuned based off IATs being steamy LOL..

when we do meth injection and a smaller pulley, we will relocate the IAT into the discharge tube so that it senses the meth injection.

thanks bob kurgan
Click to expand...

BTW... I should mention....I highly recommend Kurgan Motorsports for anything and everything to do with your mustangs.... great to deal with , very helpful, just a great overall experience! Thanks again Bob!
 
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#43 ·
Congrats! When I PCS back to the lower 48 from Alaska I would love to have them tune my car! You should throw meth on it next so you always make peak power even under heat! My Mr.Freeze kit from AFM I installed really did wonders for my AFR!
 
#44 ·
flyin_hawaiin said:
or, its the tune!!
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haha... doubt it! From looking around I have seen that the V1's do make less power than V2's. Have to spin them a little more to get the same power as a V2 would produce. V1<V2<V3.
 
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#45 ·
blownstang said:
haha... doubt it! From looking around I have seen that the V1's do make less power than V2's. Have to spin them a little more to get the same power as a V2 would produce. V1<V2<V3.
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a v1 is just a GEARCASE and has nothing to do with the impeller.. are you comparing an s-trim to si-trim? The v1 should make the same power as a v2 or v3... there is a SLIGHT change is stepup with is VERY MINIMAL, but if you are making BOOST, then 9psi vs 9psi is still the same out of the 2 blowers.. i wasnt trying to be funny or a jerk, just throwing some ideas out there.. you first said it was the converters and now its the blower.. again, just trying to help.. i know Tim does great work, but maybe he missed something simple? It happens to the best of us.
 
#46 ·
Dude, get an intercooler. I don't know why so many people have so much faith in tuners. It's no hard, nor do they have any special knowledge. I would watch the IATs like a hawk if I were you, especially in the summer. I wouldn't boost for long. With no intercooler, temps are going to rise FAST. There is a reason everyone says to get an intercooler, you NEED one. There aren't very many STOCK forced induction cars running without intercoolers; they have side mounts at the least.
 
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#47 ·
flyin_hawaiin said:
a v1 is just a GEARCASE and has nothing to do with the impeller.. are you comparing an s-trim to si-trim? The v1 should make the same power as a v2 or v3... there is a SLIGHT change is stepup with is VERY MINIMAL, but if you are making BOOST, then 9psi vs 9psi is still the same out of the 2 blowers.. i wasnt trying to be funny or a jerk, just throwing some ideas out there.. you first said it was the converters and now its the blower.. again, just trying to help.. i know Tim does great work, but maybe he missed something simple? It happens to the best of us.
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Contrary to popular belief, 9 psi is not 9 psi across different superchargers and turbo chargers. You need to learn about cfm and how to read compressor maps. 9 psi on a T25, for example, is going to be far less air flow (which is the key) than 9 psi on a GT35r.
 
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Discussion starter · #48 ·
jonwrong said:
Dude, get an intercooler. I don't know why so many people have so much faith in tuners. It's no hard, nor do they have any special knowledge. I would watch the IATs like a hawk if I were you, especially in the summer. I wouldn't boost for long. With no intercooler, temps are going to rise FAST. There is a reason everyone says to get an intercooler, you NEED one. There aren't very many STOCK forced induction cars running without intercoolers; they have side mounts at the least.
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How would I monitor that IAT temp? do they make a gage for that? I was planning on adding a boost gage but that was it. I dont really drive this car real hard, its mainly a cruiser, so I wont be pushing 9 psi very often, or for very long, which is why I wasnt concerened with adding an intercooler right away. After doing research and talking to others, for my specific driving application..(crusing not racing)...it seemed like an intercooler was more of a luxury than a neccesity.
 
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#49 ·
Josh2J said:
How would I monitor that IAT temp? do they make a gage for that? I was planning on adding a boost gage but that was it. I dont really drive this car real hard, its mainly a cruiser, so I wont be pushing 9 psi very often, or for very long, which is why I wasnt concerened with adding an intercooler right away. After doing research and talking to others, for my specific driving application..(crusing not racing)...it seemed like an intercooler was more of a luxury than a neccesity.
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IAT is stock sensor; it's how your car knows to pull timing when the air charge is very hot. You can get any sort of obdII gauge reader to monitor it. I have the one from Aeroforce Tech. I am always looking at the actual IAT and coolant temp. It's good for looking at anything else, as shift light, warnings, clear and read OBDII codes, etc.
 
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#50 · (Edited)
flyin_hawaiin said:
a v1 is just a GEARCASE and has nothing to do with the impeller.. are you comparing an s-trim to si-trim? The v1 should make the same power as a v2 or v3... there is a SLIGHT change is stepup with is VERY MINIMAL, but if you are making BOOST, then 9psi vs 9psi is still the same out of the 2 blowers.. i wasnt trying to be funny or a jerk, just throwing some ideas out there.. you first said it was the converters and now its the blower.. again, just trying to help.. i know Tim does great work, but maybe he missed something simple? It happens to the best of us.
Click to expand...
I know you're trying to help. I was comparing V1 S vs. V2SQ vs. V3 Si. Because of the difference between efficiency and step up I do believe that there would be a power difference between the three blowers at the same psi. The only reason we were thinking its the cats is because the hp curve goes flat after 5300rpms, but the car still keeps building boost till 6,000rpms. Tim suggested it would either be an inlet or outlet restriction. I have an ARH catted x pipe which has high quality cats on it and I spoke with Nick at ARH, and Tim and Andy themselves saw that the cats looked perfect when we dropped the x pipe. The only possible restriction that could be on the inlet side would be the AEM dryflow filter. We are just trying to trouble shoot. A leak down/compression test was performed before the blower was installed and everything checked out. I've seen another guys dyno graph with a V1 S and his hp curve flat lines after 5100rpms. Don't know why some cars start to flatline and others keep increasing hp as rpms increase.
 
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#51 ·
Trust me when I say you need a AFR gauge far more than a boost gauge if you don't already have it. Not knowing you are not making boost is one thing, not knowing you are running 13+ AFR at WOT is another. Beautiful stang btw!
 
Discussion starter · #55 ·
Here are some new photos I took over the weekend

Image

Image

Image

Image

Image
 
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#57 ·
jonwrong said:
Contrary to popular belief, 9 psi is not 9 psi across different superchargers and turbo chargers. You need to learn about cfm and how to read compressor maps. 9 psi on a T25, for example, is going to be far less air flow (which is the key) than 9 psi on a GT35r.
Click to expand...
due to contrary belief, you dont know everything..

If you read my post again, i said that 9psi from one blower was the same as 9psi from the other blower.. You know why?? Because THEY ARE THE SAME IMPELLER AND VOLUTE!!!!!!!!!!!!!!!!!!!!!!!!!!!

The only difference is a slight step up ratio in the gearcase from 3.45 to 3.60..

I have been working with Vortech and Paxton for over 10yrs doing R&D. I have tuned over 1000 cars in my lifetime.. I am not talking about a t25 vs a gt35r.. I know how to read compressor maps and i know plenty about CFM..

BTW, what car do you own and how fast have you gone with it?
 
#58 ·
blownstang said:
I know you're trying to help. I was comparing V1 S vs. V2SQ vs. V3 Si. Because of the difference between efficiency and step up I do believe that there would be a power difference between the three blowers at the same psi. The only reason we were thinking its the cats is because the hp curve goes flat after 5300rpms, but the car still keeps building boost till 6,000rpms. Tim suggested it would either be an inlet or outlet restriction. I have an ARH catted x pipe which has high quality cats on it and I spoke with Nick at ARH, and Tim and Andy themselves saw that the cats looked perfect when we dropped the x pipe. The only possible restriction that could be on the inlet side would be the AEM dryflow filter. We are just trying to trouble shoot. A leak down/compression test was performed before the blower was installed and everything checked out. I've seen another guys dyno graph with a V1 S and his hp curve flat lines after 5100rpms. Don't know why some cars start to flatline and others keep increasing hp as rpms increase.
Click to expand...
ive seen 2valves go flat before on the dyno as well... it was cam timing that did it... some 2v from the factory are off a little with cam timing..

btw, the aem dryflow filter you have has been run on 750rwhp cars at the shop.. the large one has been on a YSi car that made over 900rwhp.. You can check that one off the list.
 
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