UltraStang#1 Posted April 19, 2008 Report Share Posted April 19, 2008 An update to my GT equipped with the Team Performance Products "Heritage" twin turbo system. We decided after the Orlando Fun Ford Weekend series race (where the car ran 11.75 at 123 mph) to replace the stock torque converter with a new Precision Industries 3500 triple disc unit to get closer to turbo spool on the starting line. While I'm still about 500 rpm shy of where we need to be......it helped! Managed to run this in Bakersfield last weekend during the West Coast Hot Rod Association race. 60' = 1.760 330' = 4.635 660' = 7.034 @ 102.01 1000' = 9.122 1320' = 10.887 @ 127.89 I can not thank the guys at Team Performance Products/Exile Turbo Systems enough for the power they have given me with this car. We need to have the converter loosened another 500 rpm or so and get the tune finalized but this thing is an animal. The previous best runs this weekend (11.11 and 11.09) were all performed with me deep staging the car. While this is great for reaction times it damn sure kills elapsed time. When I asked for one more run I tried really hard to shallow stage the car but it did creep about three inches or so on me. Still.....a ten second car with nothing but a twin turbo kit and a small converter. The mph shows what the car is capable of running. We are going to get another converter this week and have this one reworked as a backup unit. Then....a new tune along with the required pieces for sub-10 second runs and we're in business. Everyone involved with this car feels that 10.60's are not out of the question at the FFW Houston race. If it keeps the rods inside the block, that is. Here are some things to think about...... Why Team Performance/Exile Turbo Systems? While this kit might be higher priced that other kits on the market the engineering, installation, and equipment is second to none. Designed by Rick Head of Exile Turbo Systems to be the most powerful kit available today. The turbos in this kit are Garrett GT2871-R twin ball bearing units that can support up to 900 hp if you've got the engine and fuel system. No changing turbos down the road if you want to turn the boost up. The system is covered by a carbon fiber belly pan that attaches to the frame rails with Dzus fasteners. This keeps road debris and water out of the turbo inlet air filters. Plus.....it hides the turbos. Stealth.....nice on the streets. Installation Nightmare? Not with this kit. The installation is completely bolt on. No cutting, fabrication, welding, or hacking of the frame/engine bay is necesary. Even the stock exhaust system bolts directly to the kit. If you have a good floor jack, four jack stands, and an average set of hand tools you can install this kit at home in one weekend. I've done it. There will also be a complete installation article on Rick Head's '07 Shelby GT coming up in one of the major Mustang magazines so you can see for yourself just how easily the kit installs. Another advantage of not having to cut the car up is for resale value. Your Shelby can easily be returned to stock in less than two days with no drop in value. Tuning The as-delivered tune is 90% spot on. Tune can be provided with either an SCT or Diablosport tuner. We have the SCT software controlling my car. I have some additional tuning to do for racing but the street setup is good. Mine is even milder than the delivered tunes since it was done as a test car. I've got 10 degrees total timing at wide open throttle and look how it runs. Driving the car Daily driving is similar to stock unless you press the pedal down. Currently getting 20 mpg in town and 25 on the highway. You honestly do not know the turbos are there unless you accelerate past 2500 rpm. Once they spool though you better know what you're doing behind the wheel. I can break the tires loose at 65 mph with no problems. Done it. Additional Modifications While there were none necessary for the turbo kit installation we did add a Precision Industries 3500 rpm converter for racing in FFW, NMRA, and WCHRA. I need an additional 500 rpm or so but that will come easily enough. We also added an 8 pt roll bar for NHRA/IHRA reasons. We knew the car would run quicker than 11.50 but had no idea the 10's were going to be so easy. I still have the stock cat back and mufflers on the car. For driving the car on the street and random jaunts down the racetrack......nothing else is needed with this kit. Except really big balls. I promise to have pictures shortly. I did take quite a few this weekend but my camera ended up in the car when it went back to the Team Performance shop on Sunday evening. Damnit. Link to comment Share on other sites More sharing options...
carnut Posted April 19, 2008 Report Share Posted April 19, 2008 Cool, just goes to show there is more than one way to make horsepower. :happy feet: Link to comment Share on other sites More sharing options...
CudaFly Posted April 19, 2008 Report Share Posted April 19, 2008 An update to my GT equipped with the Team Performance Products "Heritage" twin turbo system. We decided after the Orlando Fun Ford Weekend series race (where the car ran 11.75 at 123 mph) to replace the stock torque converter with a new Precision Industries 3500 triple disc unit to get closer to turbo spool on the starting line. While I'm still about 500 rpm shy of where we need to be......it helped! Managed to run this in Bakersfield last weekend during the West Coast Hot Rod Association race. 60' = 1.760 330' = 4.635 660' = 7.034 @ 102.01 1000' = 9.122 1320' = 10.887 @ 127.89 WOW!!! So assuming the GT is stock at 3800 lbs with the driver that would be about ~580 RWHP, is that correct? Maybe ~650 HP at the crank? I assume it has been on a dyno, what are the numbers? Is that on the stock bottom end components and if yes how long do you expet them to last? Link to comment Share on other sites More sharing options...
UltraStang#1 Posted April 19, 2008 Author Report Share Posted April 19, 2008 WOW!!! So assuming the GT is stock at 3800 lbs with the driver that would be about ~580 RWHP, is that correct? Maybe ~650 HP at the crank? I assume it has been on a dyno, what are the numbers? We weighed the car at Bakersfield. With the new 8 pt chrome moly roll bar and me in the car we were at 3825 lbs. The kit's designer, Rick Head of Exile Turbo, crunched the numbers and it showed 626 crankshaft horsepower. :happy feet: When the initial tune was done before Orlando the car showed 489 hp and 505 tq at the tires. Turbo cars are notorious for showing low readings on a chassis dyno due to not being able to "load" the engine properly for the turbos to show their power. Is that on the stock bottom end components and if yes how long do you expet them to last? That is on the stock bottom end components too. The only changes to this car are the turbo kit, the converter, and the Spydershaft one-piece aluminum driveshaft. Pretty simple deal. I'm still running the stock rear end with 3.31 gears. Although....we will have to add Moser axles to be legal with the NHRA rules for running below 10.99 seconds. With the current tune in the car I feel that the rods and pistons are going to be in there for a while. I am running a very simple tune in the car right now to keep it safe. We are at 11.5:1 A/F ratio, 8 lbs of boost, and only 10 degrees total timing above 3000 rpm at WOT. This was tuned on Shell 93 octane fuel. Like I said.....pretty simple tune and it makes a ton of power. Link to comment Share on other sites More sharing options...
CudaFly Posted April 20, 2008 Report Share Posted April 20, 2008 We weighed the car at Bakersfield. With the new 8 pt chrome moly roll bar and me in the car we were at 3825 lbs. The kit's designer, Rick Head of Exile Turbo, crunched the numbers and it showed 626 crankshaft horsepower. :happy feet: When the initial tune was done before Orlando the car showed 489 hp and 505 tq at the tires. Turbo cars are notorious for showing low readings on a chassis dyno due to not being able to "load" the engine properly for the turbos to show their power. That is on the stock bottom end components too. The only changes to this car are the turbo kit, the converter, and the Spydershaft one-piece aluminum driveshaft. Pretty simple deal. I'm still running the stock rear end with 3.31 gears. Although....we will have to add Moser axles to be legal with the NHRA rules for running below 10.99 seconds. With the current tune in the car I feel that the rods and pistons are going to be in there for a while. I am running a very simple tune in the car right now to keep it safe. We are at 11.5:1 A/F ratio, 8 lbs of boost, and only 10 degrees total timing above 3000 rpm at WOT. This was tuned on Shell 93 octane fuel. Like I said.....pretty simple tune and it makes a ton of power. That is really impressive. Without starting a big Turbo vs. Supercharger debate I'd guess you could get similar results (low boost, high volume) with twin superchargers. It would not be anything new...(see below). Looking forward to seeing you run at Orlando Spinworld next year. Link to comment Share on other sites More sharing options...
UltraStang#1 Posted April 20, 2008 Author Report Share Posted April 20, 2008 That is really impressive. Without starting a big Turbo vs. Supercharger debate I'd guess you could get similar results (low boost, high volume) with twin superchargers. It would not be anything new...(see below). Looking forward to seeing you run at Orlando Spinworld next year. You might get close with those two superchargers but it would really eat up the horsepower trying to turn them up. Plus, the stress on the crank snout would be awful. Packaging all that is the biggest hurdle. Too much stuff cluttering up the engine compartment. As you know, there is NOT very much room in front of our engines in these cars. Another reason I love this turbo kit.....the turbos are mounted down low around the transmission. You can't even tell there is a turbo system when you look into the engine compartment. Link to comment Share on other sites More sharing options...
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