Agreed. I've been undecided as well which system to go with, but I got an opportunity thru my connections in the parts business on a Garrett Twin Turbo system at a very reasonable price, so I bought it today. And so the project begins...
That's gorgeous. It's going to look really good once it's in your car. Good luck with the project. Keep us up to date.
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2005 Mustang GT with 04 Cobra iron block, 300 ci, Kenne Bell 2.6l twin screw, P&P S3 Heads, SS valves, Comp S3 cams, Currie 9+ 9" rear end and DS (coming soon), Hurst shifter, BMR K-member, A-arms, LCAs & UCA, JBA long tubes & mid-pipe, Accel COPs, GT500 fuel pumps, much more... 659 RWHP, 598 Tq @ 12 psi & 5800 RPM
1. Arguing about wish is better is the stupidest thing ever
2 . There are no facts being stated...
3 . Also who is seriously going to punch it in 4 gear?
4 . There is no need for that much power on any street and with street tires you will NEVER get all that power to the ground.
5. If you want to get technical Whipple will own KB any day of the week...
1. Not once have I ever said one type of SC/turbo/centri is better than another. Please show me in this thread or any other thread on any forum on the internet where I said one type of power adder is better than another. I just said a twin screw can do things no other type of power adder can do. That is a fact, not an opinion.
2. I'm stating only facts. I don't see anything I've said that is an opinion. Dyno numbers are facts. Still waiting for yours. ET slips are facts, too. And I know we'll both have those soon. I'm looking forward to that.
3. Anyone who is capable of doing it. I've been doing it every day. It's really, really fun. With 500+ pounds of torque at 2000 RPM I can pop up to 70 from 35 like it's nothing. Yeah, slapping it into 2nd is really fun too. I do that all the time as well. But I have that choice, turbo guys don't. That's a fact that cannot be disputed.
4. If you can put 500+ pounds of torque to 4th gear you can. I would say try it and you'll understand but I know turbos can't do that.
5. Please point out anywhere in this thread where I said Kenne Bell is the best supercharger or best power adder in general. I didn't. I speak about twin screws in general and Whipples are twin screws. I'm not advocating Kenne Bell, I'm advocating twin screw superchargers in street cars. But, if you want to get technical why don't you show us your data (facts) on KB vs. Whipple. After all, you said "no facts are being stated", didn't you?
Anything else?
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2005 Mustang GT with 04 Cobra iron block, 300 ci, Kenne Bell 2.6l twin screw, P&P S3 Heads, SS valves, Comp S3 cams, Currie 9+ 9" rear end and DS (coming soon), Hurst shifter, BMR K-member, A-arms, LCAs & UCA, JBA long tubes & mid-pipe, Accel COPs, GT500 fuel pumps, much more... 659 RWHP, 598 Tq @ 12 psi & 5800 RPM
Agreed. I've been undecided as well which system to go with, but I got an opportunity thru my connections in the parts business on a Garrett Twin Turbo system at a very reasonable price, so I bought it today. And so the project begins...
Don't know yet. I'm still waiting for some additional info before I pull the trigger. I want to make sure first of all it will work on an automatic + I want the intercooler w/plumbing, wastegates & blow off valves. These items weren't on the parts list sent to me.
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06 Screamin' Yellow GT Convertible - Premium, AT, KOOKS LT headers w/catted X - Corsa Exhaust, MagnaCharger SC, FRPP Rear w/3:73 gears & LPW Cap Cover, KW Variant 3 Coilover Suspension, CDC Hood Lift Kit & Classic Chin, SLVHRS Billet Fuel door, MW Eng. Strut & Rad Covers, Strange Dev. Strut Brace; CHE LCA's & adj. UCA, relo brackets, Steeda Adj. Panhard Bar, FRPP Black Valve Covers, 3D Carbon "Eleanor" Grille, AM Halo Fogs.
Don't know yet. I'm still waiting for some additional info before I pull the trigger. I want to make sure first of all it will work on an automatic + I want the intercooler w/plumbing, wastegates & blow off valves. These items weren't on the parts list sent to me.
The Garrett kit is very similar to mine. I believe the turbos have integral wastegates. The kit on my car uses Garrett GT2871-R dual ball bearing turbos with integral wastegates so we didn't need blow off valves. They are 54mm. If I'm not mistaken the Garrett kit comes with 62mm turbos. You might want to just call them instead of emailing back and forth.
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2006/2008 FFW Ultra Stang World Champion
'07 Mustang GT - Heritage GT Twin Turbo System 10.88 - 127.89 mph
The Garrett kit is very similar to mine. I believe the turbos have integral wastegates. The kit on my car uses Garrett GT2871-R dual ball bearing turbos with integral wastegates so we didn't need blow off valves. They are 54mm. If I'm not mistaken the Garrett kit comes with 62mm turbos. You might want to just call them instead of emailing back and forth.
That sounds great ! My primary concern is if it'll work with an auto. Every kit I've seen out there is manual only. Unfortunately I've got to go thru my distribution channel to get answers, hopefully tomorrow I'll have a positive response.
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06 Screamin' Yellow GT Convertible - Premium, AT, KOOKS LT headers w/catted X - Corsa Exhaust, MagnaCharger SC, FRPP Rear w/3:73 gears & LPW Cap Cover, KW Variant 3 Coilover Suspension, CDC Hood Lift Kit & Classic Chin, SLVHRS Billet Fuel door, MW Eng. Strut & Rad Covers, Strange Dev. Strut Brace; CHE LCA's & adj. UCA, relo brackets, Steeda Adj. Panhard Bar, FRPP Black Valve Covers, 3D Carbon "Eleanor" Grille, AM Halo Fogs.
Really? After all that’s been said here you still need it explained to you? I’ll try saying it using the fewest words possible if that helps: Turbochargers do not make low end torque. There, only seven words.
Turbochargers start producing boost only above a certain rpm because they are powered by the movement of exhaust gases; without an appropriate exhaust gas velocity, they logically cannot force air into the engine. The point at which the airflow in the exhaust is strong enough to force air into the engine is known as the boost threshold rpm. Until this RPM is reached your boost is minimal. I do not know what your boost threshold is because you refuse to post your dyno. If you did I would point out that your boost threshold is well above 2000 RPM. I would also point out that your torque at 2000 RPM is not really any better than a naturally aspirated engine.
A twin screw supercharger, on the other hand, is a positive displacement power adder. This means that full boost is always available, you don’t have to wait for it to spool up and get to the boost threshold. When I say I am putting out 12 psi that means I’m putting out 12 psi across the entire RPM range. When a turbo owner says he has a 12 psi system he means 12 psi only at a certain, high rpm or a small RPM range in the upper end of the scale. What is your boost at 2000 RPM? 3000 RPM? 4000 RPM? If you are only pushing partial boost you’re not getting partial power. Why would anyone want partial power at any point in the RPM range.
Psi for psi, across the entire RPM range, no other type of power adder (excluding N2O) delivers more power than a twin screw supercharger. No other type of power adder delivers more boost across the entire RPM range than a twin screw supercharger. On top of all that, no other power adder delivers power without delay as well as a twin screw.
You can justify not having any low end torque by saying you don’t ever need power at 2000 RPM. Maybe you don’t. But I seem to be driving around at 2000 quite a bit during my daily routine. It’s a fantastic feeling to know I can summon up an instant, ground pounding 500+ pounds of torque at any moment, no matter what gear I am in. And that torque hits the pavement before the pedal hits the metal. It’s instant. No turbo lag. They call it turbo lag for a reason, you know.
Would you like any other technical explainations?
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2005 Mustang GT with 04 Cobra iron block, 300 ci, Kenne Bell 2.6l twin screw, P&P S3 Heads, SS valves, Comp S3 cams, Currie 9+ 9" rear end and DS (coming soon), Hurst shifter, BMR K-member, A-arms, LCAs & UCA, JBA long tubes & mid-pipe, Accel COPs, GT500 fuel pumps, much more... 659 RWHP, 598 Tq @ 12 psi & 5800 RPM
At the track, with a higher stall im pretty sure i could be in boost immedieatly and i know with my size turbo when im cruising i can go into boost immedieatly, it might not be the max right away but its all of a second until it reaches max which is higher then a superchargers max at the same PSI
And Shadow when you read this, do you know if a bypass valve or a Blow off valve have any real differences? i have a bypass and i kinda wish i could hear the pressue being released but if its just a sound thing and has no other benefit i guess i wouldn't do the switch
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2006 V6 Pony Package Premium -Mods: 61mm Powerhouse Turbo and Intercooler, Evolution Dyno Tune(Jon Lund), Steeda Performance Shorty Headers. Current Numbers: 350 rwhp/420 torque @ 8.3 psi (low boost)
415 rwhp/470 torque @12 psi Car died 6/23/09
New Set Up: 4.6 3v With Manual Trans, Bolt Ons
At the track, with a higher stall im pretty sure i could be in boost immedieatly and i know with my size turbo when im cruising i can go into boost immedieatly, it might not be the max right away but its all of a second until it reaches max which is higher then a superchargers max at the same PSI
That's why turbos are great at the track.
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2005 Mustang GT with 04 Cobra iron block, 300 ci, Kenne Bell 2.6l twin screw, P&P S3 Heads, SS valves, Comp S3 cams, Currie 9+ 9" rear end and DS (coming soon), Hurst shifter, BMR K-member, A-arms, LCAs & UCA, JBA long tubes & mid-pipe, Accel COPs, GT500 fuel pumps, much more... 659 RWHP, 598 Tq @ 12 psi & 5800 RPM
