Turbo Upgrade! Market Research

[ZFGracing]

Ok great so with the trade in it's about $2800. Not bad at all. As far as timing goes if I have PBD tune my guess is that I would have to work with you guys moving forward since no other vendor will know much about the turbo's and their capabilities correct?

As for tuning that's up to you, I will say I have a ton of experience with upgraded turbos on the EcoBoost.


I will say that the ngauge is definitely not the device that you want to be using you're a custom tune with big turbos. The data logging capabilities are just not there.

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[BoostingAviator]

As for tuning that's up to you, I will say I have a ton of experience with upgraded turbos on the EcoBoost.


I will say that the ngauge is definitely not the device that you want to be using you're a custom tune with big turbos. The data logging capabilities are just not there.

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So what you recommend once upgrade the turbo's. I guess the NGauge was a waste haha. For all my previous cars I always use HP tuners on my PC so I definitely understand your point.

What would your cost be for tuning at that point?

 

[ZFGracing]

So what you recommend once upgrade the turbo's. I guess the NGauge was a waste haha. For all my previous cars I always use HP tuners on my PC so I definitely understand your point.

What would your cost be for tuning at that point?

Yes, the n gauge is good for loading OTS tunes but not great for doing custom tunes.

I sell two devices right now the RTD or remote to new device and the mpvi2.

Cost of a tune with the rtd and credits is $699 ( today is currently the last day of my sale on this package, which is an additional $50 off the $699)

If you already have an mpvi2 it's $300 plus credits which in this case is another $200. And as you know with the mpvi 2 and the RTD once you unlock it one time you're good to go forever so if you've already unlocked it you only have to pay the $300.

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[BoostingAviator]

Yes, the n gauge is good for loading OTS tunes but not great for doing custom tunes.

I sell two devices right now the RTD or remote to new device and the mpvi2.

Cost of a tune with the rtd and credits is $699 ( today is currently the last day of my sale on this package, which is an additional $50 off the $699)

If you already have an mpvi2 it's $300 plus credits which in this case is another $200. And as you know with the mpvi 2 and the RTD once you unlock it one time you're good to go forever so if you've already unlocked it you only have to pay the $300.

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Understood. I only have the NGauge that we used to read and load the files. They did a pretty aggressive 93 with Octane boost tune that feels really impressive. Do you guys offer that as well?

 

[BadassST]

Pbdyno.com has been doing dyno pulls with the Ngauge tuner whipple sent them one of the intercooler upgrades and got it in the lower 12’s and said the turbo are running at 30% with 560hp to the wheels. They say there is allot more in these Turbo’s. I’m going to see what’s the maximum I can get with the stock turbos. With their fuel pump upgrade and when a new cold air comes out. Just curious.

 

[ZFGracing]

Pbdyno.com has been doing dyno pulls with the Ngauge tuner whipple sent them one of the intercooler upgrades and got it in the lower 12’s and said the turbo are running at 30% with 560hp to the wheels. They say there is allot more in these Turbo’s. I’m going to see what’s the maximum I can get with the stock turbos. With their fuel pump upgrade and when a new cold air comes out. Just curious.

I've pushed them into the 11.9x already on e50, they are effectively the same size as the 2018 plus f150, although they are a slightly different configuration. They flow right around 60 lbm/min with an intercooler, intake, exhaust and downpipes. Even in the bone stock configuration I'm still seeing air flows in the mid to high 50s, before you start seeing signs of over speed. Obviously the intake intercoolers downpipes exhaust help with the shaft speed so you can pick up a little bit more flow that gets us to 60. At 60 though I start to see signs of turbine choking (boost going up with no air flow increase) pushing into that range is going to end up causing head gasket failures or catastrophic failures.

Also it's worth noting that the duty cycle is inverted because these are vacuum actuators. So 30% duty is really 70% and 0% duty is 100% etc.

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[ZFGracing]

TURBO OPTION NUMBER 2!!!!

Keeping up with with more turbo upgrades coming out! Here is CR Performance's 2020 Ford Explorer ST upgrade option. They are sporting CR's Performance 6+6 Blade 46m/56mm Billet Compressor Wheel and factory turbine! Having your turbos rebuilt by CRP comes in at only $1650! or if you would like CR to start with brand new turbos they will run you $3,160 plus core.

https://www.tunedbyzfgracing.com/pr...-3-0l-ecoboost-stage-3-46mm-upgrade-turbo-set

 

[STTOM]

That's great looking kit and the price isn't too bad either.

 

[legacy404]

This is awesome. Will be interested probably once i put a few more miles on mine. This comes with tune also I assume?

 

[Jbringas]

I’m interested.

 

[Iconic GT500]

I've pushed them into the 11.9x already on e50, they are effectively the same size as the 2018 plus f150, although they are a slightly different configuration. They flow right around 60 lbm/min with an intercooler, intake, exhaust and downpipes. Even in the bone stock configuration I'm still seeing air flows in the mid to high 50s, before you start seeing signs of over speed. Obviously the intake intercoolers downpipes exhaust help with the shaft speed so you can pick up a little bit more flow that gets us to 60. At 60 though I start to see signs of turbine choking (boost going up with no air flow increase) pushing into that range is going to end up causing head gasket failures or catastrophic failures.

Also it's worth noting that the duty cycle is inverted because these are vacuum actuators. So 30% duty is really 70% and 0% duty is 100% etc.

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Do you have all the data for the upgraded turbos, before after dynos and before after time slips?

 

[ZFGracing]

Do you have all the data for the upgraded turbos, before after dynos and before after time slips?

We will have data soon on the pure turbos.

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[ZFGracing]

Here are some initial data from the pure turbos. We are currently at the limits of the fuel system just barely leaning the new turbos. These things are going to move out once we get more fuel system! Trap speed has consistently been 118-119. Which would put this in the 550-600 hp range.

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[zdubyadubya]

thats absolutely crazy. with your prior experience with the 3.5 motor, how much more do you think this platform can take before things start breaking? 600hp out of stock engine internals seems nuts.

 

[legacy404]

thats absolutely crazy. with your prior experience with the 3.5 motor, how much more do you think this platform can take before things start breaking? 600hp out of stock engine internals seems nuts.

Does the 3.0 have cylinder liners from factory or PTWA coating?

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[ZFGracing]

thats absolutely crazy. with your prior experience with the 3.5 motor, how much more do you think this platform can take before things start breaking? 600hp out of stock engine internals seems nuts.

The 3.0>3.5 in my opinion. We were able to squeeze 600 horsepower out of a 2.7 l do 550 to 580 pretty regularly. I think 650 on an un opened motor is realistic but it also probably won't last forever at that power level. Kind of the game you play when you are modifying though.

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[ZFGracing]

Does the 3.0 have cylinder liners from factory or PTWA coating?

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The 3.0 liter has the compacted graphite iron upper block which is very robust.

The weakest link on a 2.7 seems to be the pin bore on the piston. I've been told the 3.0 liter is a substantially better piston so I don't know what the failure mode is going to be yet. I'm predicting connecting rods.

Also I should mention on this one that we are keeping the torque under 550 ft-lbs to keep the transmission happy, so really not pushing the motor to hard yet. When you get enough transmission behind it to Make 600 ft-lb then I'll start getting a little more concerned about the motor.

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[legacy404]

The 3.0 liter has the compacted graphite iron upper block which is very robust.

The weakest link on a 2.7 seems to be the pin bore on the piston. I've been told the 3.0 liter is a substantially better piston so I don't know what the failure mode is going to be yet. I'm predicting connecting rods.

Also I should mention on this one that we are keeping the torque under 550 ft-lbs to keep the transmission happy, so really not pushing the motor to hard yet. When you get enough transmission behind it to Make 600 ft-lb then I'll start getting a little more concerned about the motor.

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In most sources I've seen though, the 3.0 was switched to a cast aluminum block. Has anyone confirmed what the actual material is?

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[ZFGracing]

In most sources I've seen though, the 3.0 was switched to a cast aluminum block. Has anyone confirmed what the actual material is?

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That's incorrect it is still a compacted graphite iron upper.

It comes down to advertising Ford advertises the truck motors as having the iron block because that matters to people cuz they want the perception to be that it is a strong motor and really only half of the block the upper half is cast iron or compacted graphite iron.

On the cars and all of the Lincoln stuff they advertise it as an aluminum blocked because they want to give the perception of it being lightweight and Powerful.

In all reality the motors are nearly identical with only a slight difference in bore and stroke and camshafts. There's also a couple different head configurations depending on if it's transversely mounted or longitudinally mounted.


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[ZFGracing]

Here is the st motor, the CGI upper block is visible. This is true on all Nano applications, all Nanos have the cgi upper block.

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