@TMac thanks been following your posts on a single turbo not sure I want to go that route due to all the custom fab work. I understand the inefficiencies of the twin turbo offerings on the market right now but thinking about swapping after I can beef up the trans
If one is worried about custom fabrication work, I understand. But how about thinking about it in purely economic terms, or even in bragging terms?
Let's agree that the cost for a tune and an intercooler are common and required. I can pretty much guarantee if one bought an exhaust, downpipes, upgraded turbos, intake, cold side piping, hot side piping, etc, you would have something that everyone else could buy for that same price and that price would only be few hundred dollars less than what the custom setup I'm writing about will cost.
And as I wrote (more later), the performance possibilities are far beyond any existing turbo upgrades- with the ability to swap in several different turbochargers depending on your needs and better driveline safety. Truly, if I needed the money, and thought it would have marketability other than a handful of individuals, I'd put together a kit!
As far as the transmission: information shows dyno charts from Kruppa's ride over 7k rpm on the stock engine. That opens up a lot of room before I'd look at trans upgrades. For example, if you could sustain the cylinder pressure to produce 500 lb/ft of torque at 7k (which absolutely requires way more turbo than you can bolt on), that would net over 667 crank HP (around 600 WHP). Those numbers are less than other dynos I've seen showing that much torque through the 10R60 even though it's only rated around 442 lb/ft. Remember average cylinder pressure is torque- the higher RPM we can sustain that torque the more HP. The other thing to understand is that it's less stressful on a mechanism to support 500 lb/ft of torque at 6000 rpm than at 3000 rpm.
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