Gotham Racing & BNR Supercars -- Pulling It All Together
02-03-05, 08:05 PM
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Gotham Racing & BNR Supercars -- Pulling It All Together
You may have read or heard about the tuning session held last weekend in Birmingham. If you weren’t able to be there, you missed a great time. Everyone there was there for one reason, to help everyone else there get the most out of their engines. This was my first time at such an event, and I could not have come away more excited about the outcome. Even though things did not go perfectly, I managed to get exactly what I was after and know what I need to do to get even more.
I left with a dyno sheet showing two of the sweetest looking curves I have seen, showing maximums of 422HP and 340.8 ft/lbs of torque. The sheet is posted in the thread titled BNR Stage 3's + Steve Kan = DYNO SHEET!!!. I have since had several questions about what I was running.
I spent the last 2+ years working on this project. Prior to that, my engine was bare-bones stock. I spent countless hours researching what it would take to get what I wanted, realizing that I still needed to keep my expectations reasonable. The two areas I was most concerned about were the engine porting and the turbos. Once those choices are made, it is kind of hard to undo.
After reading everything I could find about every rotary engine builder around, it was a no-brainer. Steve Kan was the obvious choice. Not only did he have an incredible reputation as a builder, his skill as a tuner was unquestionable. After getting a new reman sent to Steve at Gotham to have an aggressive street port done, I continued looking into options for turbos. Personally, I have always been in favor of sticking with the twins. I have always preferred quick spooling to big boost numbers.
Naturally, I came across numerous discussions about BNR Supercars Stage 3 turbos. I read everything I could, both the good and the bad, and then finally gave Bryan a call, which turned into a number of calls and long discussions about where he was in development. I was finally convinced that the latest design had real potential. I think I was one of the first to receive a set of the current design. When I picked them up, they were immaculate.
Now, for everything else that went into the build. There is nothing special or outrageous. However, you have to cover all the bases. Absolutely nothing that comes from the factory that is used in the process of building horsepower and torque can be left stock. If you do, you are leaving in limitations that cannot be made up for by just throwing more into something else. In fact, addressing everything allows you to actually be less aggressive in some areas.
For example, the injectors I have are the stock 550 primaries and 1300 secondaries. I have another primary fuel rail with 850’s, but was reluctant to install them, already having concerns that my fuel pump would have trouble with what was already there. Even though I had installed an upgraded Nippondenso fuel pump, I still ended up having fuel pressure start to drop at top end.
A few have been asked if I was running 93 pump gas. No. My engine had barely 1000 miles on it, and I was not about to take the chance of detonation, so I was running pure race gas. As a result, the numbers produced were a little lower than they could have been, but I would rather be safe than sorry. I don’t have to worry about street driving since I have a second program in the AVC-R that limits it to approximately 12 PSI, and I can run all day on that and still produce better than 350 HP.
As for all the add-ons, see my signature. But, without a doubt, the 3 most critical items were engine porting, the selection of turbos, and the all too critical tuning. And for these, I must thank Steve of Gotham Racing and Bryan of BNR Supercars. Without them, I never would have been able to come close to my goal.
Steve’s porting cannot be touched. If you could have watched the boost being monitored on the AVC-R as we ran pull after pull on the dyno with every improving results, you too would undoubtedly have been impressed by the rate and curve of the boost build. Bryan has produced something here that will make a lot of people think twice about discarding the use of twins, and rightfully so. Finally, Steve’s ability to tune can best be compared to a cross between an artist and a surgeon. What I had gone into the session with I thought was a well running engine, paled in comparison to the end result, with Steve nearly doubling the final HP output.
Again, Bryan and Steve, I cannot thank you two enough. I look forward to even greater achievements in the future. Likewise, thanks to everyone else that showed up and helped out. I made a lot of good friends last weekend, and I hope to see all of you again soon. Finally, thanks to everyone on the forum that have helped over the last 2 years and that have encouraged me all along the way.
Thanks!
David
I left with a dyno sheet showing two of the sweetest looking curves I have seen, showing maximums of 422HP and 340.8 ft/lbs of torque. The sheet is posted in the thread titled BNR Stage 3's + Steve Kan = DYNO SHEET!!!. I have since had several questions about what I was running.
I spent the last 2+ years working on this project. Prior to that, my engine was bare-bones stock. I spent countless hours researching what it would take to get what I wanted, realizing that I still needed to keep my expectations reasonable. The two areas I was most concerned about were the engine porting and the turbos. Once those choices are made, it is kind of hard to undo.
After reading everything I could find about every rotary engine builder around, it was a no-brainer. Steve Kan was the obvious choice. Not only did he have an incredible reputation as a builder, his skill as a tuner was unquestionable. After getting a new reman sent to Steve at Gotham to have an aggressive street port done, I continued looking into options for turbos. Personally, I have always been in favor of sticking with the twins. I have always preferred quick spooling to big boost numbers.
Naturally, I came across numerous discussions about BNR Supercars Stage 3 turbos. I read everything I could, both the good and the bad, and then finally gave Bryan a call, which turned into a number of calls and long discussions about where he was in development. I was finally convinced that the latest design had real potential. I think I was one of the first to receive a set of the current design. When I picked them up, they were immaculate.
Now, for everything else that went into the build. There is nothing special or outrageous. However, you have to cover all the bases. Absolutely nothing that comes from the factory that is used in the process of building horsepower and torque can be left stock. If you do, you are leaving in limitations that cannot be made up for by just throwing more into something else. In fact, addressing everything allows you to actually be less aggressive in some areas.
For example, the injectors I have are the stock 550 primaries and 1300 secondaries. I have another primary fuel rail with 850’s, but was reluctant to install them, already having concerns that my fuel pump would have trouble with what was already there. Even though I had installed an upgraded Nippondenso fuel pump, I still ended up having fuel pressure start to drop at top end.
A few have been asked if I was running 93 pump gas. No. My engine had barely 1000 miles on it, and I was not about to take the chance of detonation, so I was running pure race gas. As a result, the numbers produced were a little lower than they could have been, but I would rather be safe than sorry. I don’t have to worry about street driving since I have a second program in the AVC-R that limits it to approximately 12 PSI, and I can run all day on that and still produce better than 350 HP.
As for all the add-ons, see my signature. But, without a doubt, the 3 most critical items were engine porting, the selection of turbos, and the all too critical tuning. And for these, I must thank Steve of Gotham Racing and Bryan of BNR Supercars. Without them, I never would have been able to come close to my goal.
Steve’s porting cannot be touched. If you could have watched the boost being monitored on the AVC-R as we ran pull after pull on the dyno with every improving results, you too would undoubtedly have been impressed by the rate and curve of the boost build. Bryan has produced something here that will make a lot of people think twice about discarding the use of twins, and rightfully so. Finally, Steve’s ability to tune can best be compared to a cross between an artist and a surgeon. What I had gone into the session with I thought was a well running engine, paled in comparison to the end result, with Steve nearly doubling the final HP output.
Again, Bryan and Steve, I cannot thank you two enough. I look forward to even greater achievements in the future. Likewise, thanks to everyone else that showed up and helped out. I made a lot of good friends last weekend, and I hope to see all of you again soon. Finally, thanks to everyone on the forum that have helped over the last 2 years and that have encouraged me all along the way.
Thanks!
David
02-03-05, 08:50 PM
#3
!
02-03-05, 10:42 PM
#6
Good to hear that you finally got a chance to tune. 
Are you gonna ditch the sequential system and go full nonsequential?
I must say I was also impressed by Brian and Steve. They are both great guys that seem to know what they are talking about.
Are you gonna ditch the sequential system and go full nonsequential?
I must say I was also impressed by Brian and Steve. They are both great guys that seem to know what they are talking about.
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02-04-05, 10:07 AM
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Oji San
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We had Steve come to Knoxville in the summer and do some tuning. I have to say that it was the best money I had ever spent on the car. I don't have anything good to say about Bryan, but that is because I haven't had any business with him, yet.
02-04-05, 03:46 PM
#10
Can you post your dyno graph on the www.catenet.net-dyno.php so we can compare the end result? Nice numbers! What is the most anyone has made on stock or hybrid twins before? I would guess Mr. Tanksley is at the top of that list???
02-04-05, 03:47 PM
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David, it was nice to meet you, I'm the guy that had my little girl with me haha. Your car looks great and I'm sure feels even better. You should be proud of it!!! I know what you've been thru man, its a LOT of work. Takes a lot of time and effort to work out all the details so that the end result comes out bug free. I'm glad its all worked well for you.
Also, for those of you that dont know...his twins are set up to run seq however, he had transition problems on the dyno and it was wired to non seq. What this means is that all the oem seq flappers, ect are still in place and he STILL made this power. It tells me that its definatly feasable to make this power with a seq car.
Someone should post the dyno sheets and Davids car pic on this thread. That way a year from now people will be able to see it.
Congrats man!!!
Stephen
Also, for those of you that dont know...his twins are set up to run seq however, he had transition problems on the dyno and it was wired to non seq. What this means is that all the oem seq flappers, ect are still in place and he STILL made this power. It tells me that its definatly feasable to make this power with a seq car.
Someone should post the dyno sheets and Davids car pic on this thread. That way a year from now people will be able to see it.
Congrats man!!!
Stephen
02-04-05, 03:50 PM
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Originally Posted by sk8world
Can you post your dyno graph on the www.catenet.net-dyno.php so we can compare the end result? Nice numbers! What is the most anyone has made on stock or hybrid twins before? I would guess Mr. Tanksley is at the top of that list???
Stephen
02-04-05, 04:28 PM
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Originally Posted by weaklink
congrats on the great numbers. we'll see how much love you have for the twins after you suffer your first turbo control related issue.
Rich
02-04-05, 04:40 PM
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no sour grapes here brother!!! just reacting to his "rethinking" twins argument. I didn't realize he was rigged for parallel running. couldn't read the whole post-too long. however twins rigged parallel doesn't exactly strengthen the argument for twins from my viewpoint (might as well be single). Some good numbers regardless-better than my rx6.
02-04-05, 05:46 PM
#17
Original Gangster/Rotary!
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Originally Posted by weaklink
no sour grapes here brother!!! just reacting to his "rethinking" twins argument. I didn't realize he was rigged for parallel running. couldn't read the whole post-too long. however twins rigged parallel doesn't exactly strengthen the argument for twins from my viewpoint (might as well be single). Some good numbers regardless-better than my rx6.
. Re: the twins---some like the sleeper effect, for the street and also to stay in classing for road racing, autocross etc.
02-04-05, 07:32 PM
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Thanks everyone for the positive feedback. Some have asked for pictures, so I have posted a few here. Also, after those, I have listed all mods that have been done. All this has been done over the last 2 years, and with the exceptions of porting the engine and building the turbos, I have done all the work myself, with the help of my very understanding and supportive wife.
Waiting for My Turn On the Dyno
The Engine Bay
Steve Kan Tuning On the Dyno
The Results of Steve Kan's Tuning
Information Overload
Inside Rear Hatch
Modification List as of 2/4/2005
2004 Mazda Reman 13B-REW w/ Gotham Racing Aggressive Street Port
Producing 422 HP with 340.8 ft lb Torque
BNR Supercars Stage 3 Twin Turbos
Efini Y-Pipe
A’PEXi PowerFC Computer w/ Commander & Datalogit
A’PEXi AVC-R Boost Controller
A’PEXi GT Spec Front Mount Intercooler with Dual Funnel Power Intake
A’PEXi N1 Dual Exhaust & 3” Downpipe/Midpipe
A’PEXi Twin Chamber BOV
A’PEXi Auto Timer
A’PEXi Rev/Speed Meter w/ G Sensor
Fluidyne Aluminum Racing Radiator
Pollished Billet Aluminum Air Separation Tank
Gotham Racing Oil Catch Can
Nippon Denso Competition Fuel Pump
Nippon Denso 1300cc Secondary Injectors
HKS Twin Power Ignition
Magnecor 10mm Racing Spark Plug Wires
Hyper Ground System
Unorthodox Racing Full Pulley Set
Unorthodox Racing Air Pump Removal Kit
Goodyear Gatorback Belts
K&N Oil Filter
Holly Annihilator Race Cell Dry Cell Battery Relocated to Trunk in Taylor NHRA Aluminum Battery Box w/ 200 Amp Whole System Circuit Breaker
Moroso Remote Battery Terminals
Vector 400 Watt Power Inverter
Hose Techniques Silicon Vacuum Hoses
B&M Ripper Shifter
B&M Leather Shift ****
Custom Leather Shifter & Break Lever Boots
Advanced Clutch Technology Xtreme Street/Strip Clutch
Advanced Clutch Technology Prolite 9.5 Lb Flywheel w/ Counter Weight
Goodridge Stainless Steel Clutch Line
Goodridge Stainless Steel Brake Lines
Goodridge Stainless Steel Oil Metering Pump Lines
Cusco Front Strut Bar
Tokico Illumina 5-Way Adjustable Struts
Power Stop Cross Drilled Brakes
AXXIS Brak Pads
Suspension Techniques Polyurethane Front Sway Bar Bushings
Bridgestone Potenza S-02 Pole Positions
PIAA 1100X Platinum Series Driving Lights
‘99 Spec Tail Lights
Diamond Clear Reverse Lights
Euro Clear Front & Rear Side Lights
Polished Engine Torque Dampener
Gotham Racing Urethane Motor Mounts
Auto Meter Boost Gauge
Auto Meter Fuel Pressure Gauge
Auto Meter Volt Meter Gauge
Auto Meter Trans Temperature Gauge
Auto Meter Pyrometer Gauge
Auto Meter Oil Temperature Gauge
Auto Meter Intake Air Temperature Gauge
Auto Meter Shift Light
AEM Wideband UEGO Controller w/ Bosch Wide Band O2 Sensor
Sony MEX-5DI CD Receiver
Sony XT-XM1 XM Satellite Receiver
Sony CDX-757MX 10-Disc CD Changer
Sony XM-280GTX Amplifier
Sony XM-460GTX Amplifier
Sony XS-HF500G 5 1/4" 2-Way Component Speaker System
Sony XS-V6833 6" x 8" 240 Watts 3-Way Speaker
Sony XS-L101P5 10" 1100 Watts Subwoofer
Valentine 1 Radar Detector
Dell Inspiron 5100 Notebook Computer w/ DVD/CDRW & Deluo GPS
Waiting for My Turn On the Dyno
The Engine Bay
Steve Kan Tuning On the Dyno
The Results of Steve Kan's Tuning
Information Overload
Inside Rear Hatch
Modification List as of 2/4/2005
2004 Mazda Reman 13B-REW w/ Gotham Racing Aggressive Street Port
Producing 422 HP with 340.8 ft lb Torque
BNR Supercars Stage 3 Twin Turbos
Efini Y-Pipe
A’PEXi PowerFC Computer w/ Commander & Datalogit
A’PEXi AVC-R Boost Controller
A’PEXi GT Spec Front Mount Intercooler with Dual Funnel Power Intake
A’PEXi N1 Dual Exhaust & 3” Downpipe/Midpipe
A’PEXi Twin Chamber BOV
A’PEXi Auto Timer
A’PEXi Rev/Speed Meter w/ G Sensor
Fluidyne Aluminum Racing Radiator
Pollished Billet Aluminum Air Separation Tank
Gotham Racing Oil Catch Can
Nippon Denso Competition Fuel Pump
Nippon Denso 1300cc Secondary Injectors
HKS Twin Power Ignition
Magnecor 10mm Racing Spark Plug Wires
Hyper Ground System
Unorthodox Racing Full Pulley Set
Unorthodox Racing Air Pump Removal Kit
Goodyear Gatorback Belts
K&N Oil Filter
Holly Annihilator Race Cell Dry Cell Battery Relocated to Trunk in Taylor NHRA Aluminum Battery Box w/ 200 Amp Whole System Circuit Breaker
Moroso Remote Battery Terminals
Vector 400 Watt Power Inverter
Hose Techniques Silicon Vacuum Hoses
B&M Ripper Shifter
B&M Leather Shift ****
Custom Leather Shifter & Break Lever Boots
Advanced Clutch Technology Xtreme Street/Strip Clutch
Advanced Clutch Technology Prolite 9.5 Lb Flywheel w/ Counter Weight
Goodridge Stainless Steel Clutch Line
Goodridge Stainless Steel Brake Lines
Goodridge Stainless Steel Oil Metering Pump Lines
Cusco Front Strut Bar
Tokico Illumina 5-Way Adjustable Struts
Power Stop Cross Drilled Brakes
AXXIS Brak Pads
Suspension Techniques Polyurethane Front Sway Bar Bushings
Bridgestone Potenza S-02 Pole Positions
PIAA 1100X Platinum Series Driving Lights
‘99 Spec Tail Lights
Diamond Clear Reverse Lights
Euro Clear Front & Rear Side Lights
Polished Engine Torque Dampener
Gotham Racing Urethane Motor Mounts
Auto Meter Boost Gauge
Auto Meter Fuel Pressure Gauge
Auto Meter Volt Meter Gauge
Auto Meter Trans Temperature Gauge
Auto Meter Pyrometer Gauge
Auto Meter Oil Temperature Gauge
Auto Meter Intake Air Temperature Gauge
Auto Meter Shift Light
AEM Wideband UEGO Controller w/ Bosch Wide Band O2 Sensor
Sony MEX-5DI CD Receiver
Sony XT-XM1 XM Satellite Receiver
Sony CDX-757MX 10-Disc CD Changer
Sony XM-280GTX Amplifier
Sony XM-460GTX Amplifier
Sony XS-HF500G 5 1/4" 2-Way Component Speaker System
Sony XS-V6833 6" x 8" 240 Watts 3-Way Speaker
Sony XS-L101P5 10" 1100 Watts Subwoofer
Valentine 1 Radar Detector
Dell Inspiron 5100 Notebook Computer w/ DVD/CDRW & Deluo GPS
02-04-05, 09:33 PM
#20
Hey, where did my $$$ go?
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You know all you guys talk that question about if its better than going single need to look at more single turbo charts. Let me break it down for everyone like this....the twin turbo cars have a nice wide hp curve. This car is making an average of 415-420rwhp from 6500-8000. Eventhough he tuned the car with race gas for safety since it was initial tuning he could run pump gas with no problem and it would create MORE power on pump gas. He would probably average more lik 425+rwhp thru the entire hp range. You guys go out and find me some ligit single turbo sheets that show a significat amount more hp than this car......I think for it to be worth the extra effort and cost of going single it needs to show an AVERAGE of 450+rwhp @ 17psi. And reamember, we arent talking peak...we are talking average hp from 6500-8000. Find them and lets compare and we'll see how big of a turbo you need to significantly beat this setup.....then when you find one that beats it from 6500-8000 compare the rest of the graph and see how it looks.
I think you guys that keep hollering single just dont look at enough sheets and you dont look at anything but peak.
Why do you think twin cars making about 400rwhp are trapping 125mph and single turbo cars need closer to 450rwhp for the same traps? Its because of the average hp.
Go out and compare then when you find some post them up so we can see what you found. I think instead of everyone just saying things they should start backing it up with some real data, its all out there just go get it.
Stephen
I think you guys that keep hollering single just dont look at enough sheets and you dont look at anything but peak.
Why do you think twin cars making about 400rwhp are trapping 125mph and single turbo cars need closer to 450rwhp for the same traps? Its because of the average hp.
Go out and compare then when you find some post them up so we can see what you found. I think instead of everyone just saying things they should start backing it up with some real data, its all out there just go get it.
Stephen
Last edited by SPOautos; 02-04-05 at 09:37 PM.
02-04-05, 09:41 PM
#21
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But Stephen, singles are just....better! 
Nice car and great non-seq power curve. I had my reservations regarding the former Stage IIIs but people seem to be getting good sets of turbos with the new ones. Congratulations, have fun!
Nice car and great non-seq power curve. I had my reservations regarding the former Stage IIIs but people seem to be getting good sets of turbos with the new ones. Congratulations, have fun!
02-04-05, 09:47 PM
#22
Hey, where did my $$$ go?
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I saved some of you the trouble, here is a list of EVERY 17psi dyno sheet available on Wargasm's comparison website (David is car #178). There are is a set of twins, a couple upgrades and the rest are singles ranging from a GT35/40 to a T78 to a single build to Steve Kans specs. Most were tuned well as the T66 was Steve Kan's personal car and the T78 was a RP car.
I wish Davids was on that site so it would be an even easier comparison and you would have to look back and forth between his sheet and the graph but I'm sure you all can manage.
http://dyno.zeroglabs.com/graph.php?...1&SUBMIT=GRAPH
Out of all the 17psi graphs on there only 3 even have a higher peak, out of those 3 one of them had boost creep to 22psi so it doenst count. Out of the remaining 2 ones curve is very small so the average is probably about the same or less than Davids and that other one was running mix of alcohol/water injection. Those remaining 2 were only about 10rwhp more than Davids dyno anyway, I HARDLY consider that being worth swaping to single turbo.
The ONLY reason you would want a single over these twins is if you were planning on running a lot of boost or if you were going to go HUGE like a T72 or larger.
Enjoy......
Stephen
I wish Davids was on that site so it would be an even easier comparison and you would have to look back and forth between his sheet and the graph but I'm sure you all can manage.
http://dyno.zeroglabs.com/graph.php?...1&SUBMIT=GRAPH
Out of all the 17psi graphs on there only 3 even have a higher peak, out of those 3 one of them had boost creep to 22psi so it doenst count. Out of the remaining 2 ones curve is very small so the average is probably about the same or less than Davids and that other one was running mix of alcohol/water injection. Those remaining 2 were only about 10rwhp more than Davids dyno anyway, I HARDLY consider that being worth swaping to single turbo.
The ONLY reason you would want a single over these twins is if you were planning on running a lot of boost or if you were going to go HUGE like a T72 or larger.
Enjoy......
Stephen
Last edited by SPOautos; 02-04-05 at 10:04 PM.
02-04-05, 09:47 PM
#23
Weird Cat Man
02-04-05, 10:04 PM
#24
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Originally Posted by SPOautos
You know all you guys talk that question about if its better than going single need to look at more single turbo charts. Let me break it down for everyone like this....the twin turbo cars have a nice wide hp curve. This car is making an average of 415-420rwhp from 6500-8000. Eventhough he tuned the car with race gas for safety since it was initial tuning he could run pump gas with no problem and it would create MORE power on pump gas. He would probably average more lik 425+rwhp thru the entire hp range. You guys go out and find me some ligit single turbo sheets that show a significat amount more hp than this car......I think for it to be worth the extra effort and cost of going single it needs to show an AVERAGE of 450+rwhp @ 17psi. And reamember, we arent talking peak...we are talking average hp from 6500-8000. Find them and lets compare and we'll see how big of a turbo you need to significantly beat this setup.....then when you find one that beats it from 6500-8000 compare the rest of the graph and see how it looks.
I think you guys that keep hollering single just dont look at enough sheets and you dont look at anything but peak.
Why do you think twin cars making about 400rwhp are trapping 125mph and single turbo cars need closer to 450rwhp for the same traps? Its because of the average hp.
Go out and compare then when you find some post them up so we can see what you found. I think instead of everyone just saying things they should start backing it up with some real data, its all out there just go get it.
Stephen
I think you guys that keep hollering single just dont look at enough sheets and you dont look at anything but peak.
Why do you think twin cars making about 400rwhp are trapping 125mph and single turbo cars need closer to 450rwhp for the same traps? Its because of the average hp.
Go out and compare then when you find some post them up so we can see what you found. I think instead of everyone just saying things they should start backing it up with some real data, its all out there just go get it.
Stephen
02-04-05, 10:08 PM
#25
Hey, where did my $$$ go?
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Lets not forget this car could have just as easily been running SEQ instead of non seq and he should have made the same power up top because he still has all the flappers in his exhaust.
Now, as for this laggieness being non seq, that probably has some to do with him having all the seq stuff still there AND because he was being tuned with race gas. If he was on pump gas it would make more power all over. If you look at my dyno which is car #76 you'll see I made more down low and midrange. It could have been because I removed all the seq items but was probably due to the fact that I was on pump gas and not quiet so rich as him. To put it simple when you run with race gas as a precaution you end up being rich. That way when you run with pump gas its going to lean out some and make more power (all over low, mid, upper range) and spool better.
Also, if you notice Davids car had substantially more mid range from 5000-6500 than the T78 car did. Keep in mind the T78 car was running alcohol/water injection which means it can run more advanced tuning which makes a HUGE difference. Look at the RP T78 car and other T78 car, thier low end and midrange is horrible compared to Davids.
Anyway, I didnt really want to nit pick every dyno sheet in existance, I just wanted to show that going with a single turbo even as large as a T78 isnt going to get you hardely any gain if any at all. People saying they would hold out for single just dont look at dyno sheet comparisons enough. I just wanted to show the point that to really benifit from single at this boost level you need to go BIIGGGG like T72 or larger.
Now, as for this laggieness being non seq, that probably has some to do with him having all the seq stuff still there AND because he was being tuned with race gas. If he was on pump gas it would make more power all over. If you look at my dyno which is car #76 you'll see I made more down low and midrange. It could have been because I removed all the seq items but was probably due to the fact that I was on pump gas and not quiet so rich as him. To put it simple when you run with race gas as a precaution you end up being rich. That way when you run with pump gas its going to lean out some and make more power (all over low, mid, upper range) and spool better.
Also, if you notice Davids car had substantially more mid range from 5000-6500 than the T78 car did. Keep in mind the T78 car was running alcohol/water injection which means it can run more advanced tuning which makes a HUGE difference. Look at the RP T78 car and other T78 car, thier low end and midrange is horrible compared to Davids.
Anyway, I didnt really want to nit pick every dyno sheet in existance, I just wanted to show that going with a single turbo even as large as a T78 isnt going to get you hardely any gain if any at all. People saying they would hold out for single just dont look at dyno sheet comparisons enough. I just wanted to show the point that to really benifit from single at this boost level you need to go BIIGGGG like T72 or larger.
Last edited by SPOautos; 02-04-05 at 10:20 PM.