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It retails for $3500 vs. $4400 for the LME Billet IM. Dealer costs deltas are also better on the Precision than the LME. Difference is the LME is 100% billet, and the Precision is using a Billet Lid, Billet Snout, and Billet Runners....but the plenum body appears to be sheet metal. Also the runner lengths are 5.5" vs. ~3" on the LME...so more mid-range power vs. the peaky powerband of the LME.
Have you ever thought about doing a compound boost setup, and putting another PD blower back on there?
Maybe he is waiting for a build thread to show him how to do it! Hmmm wonder who might have a rear mount compound turboed LT4??.....
On a side note G1Pro has a similar setup and it was making pretty decent numbers and look to be responding pretty quickly. He was using a spool valve though.
Last edited by chuntington101; 02-25-2018 at 02:02 PM.
Maybe he is waiting for a build thread to show him how to do it! Hmmm wonder who might have a rear mount compound turboed LT4??.....
On a side note G1Pro has a similar setup and it was making pretty decent numbers and look to be responding pretty quickly. He was using a spool valve though.
Car should be re-sealed and new head gaskets and back in my hands this week.
No schennnigans when we hit the dyno again this time.
changed to the 1.58 ar turbine as nearly 1000trq at 17lbs boost right at 4500rpm is way more than than enough hahah. Shifting it more to the top end so hopefully we'll hp about 100 over our trq as opposed to 50trq over hp
Looking to knock 160++ mph out at the quarter, should be a fun daily driver for getting the groceries
Maybe he is waiting for a build thread to show him how to do it! Hmmm wonder who might have a rear mount compound turboed LT4??.....
On a side note G1Pro has a similar setup and it was making pretty decent numbers and look to be responding pretty quickly. He was using a spool valve though.
Compound boosted cars tend to have the PD blower become a restriction north of 1100whp. Nitrous does not provide any restriction.
Compound boosted cars tend to have the PD blower become a restriction north of 1100whp. Nitrous does not provide any restriction.
Researched this a ton before decided to just go turbo. I only found a couple of examples that existed and none of them with any track numbers to go along with the dyno sheets. Even the ones with great dyno sheets seem to continue to pass from person to person, meaning its a science project at best or a never ending headache at worst. KISS principle seems to work best. Pick one or the other, not both...big cubes has its advantages.
Researched this a ton before decided to just go turbo. I only found a couple of examples that existed and none of them with any track numbers to go along with the dyno sheets. Even the ones with great dyno sheets seem to continue to pass from person to person, meaning its a science project at best or a never ending headache at worst. KISS principle seems to work best. Pick one or the other, not both...big cubes has its advantages.
Another one of those....sounds good on paper decisions. Look at how many fast turbo/nitrous cars are out there regardless of platform and then compare that to the number of fast compounded boosted applications.
Who knows, I'm not going for any records, it's 100% street car; not a show car, not a drag car, not a dyno queen, not a sleeper, etc. Hoping to have some new updates this week, but TX2K is coming on fast and the shop has been trying to get a few other cars moving, so it's been a slow few weeks on the progress side of things.
Compound setups have nothing but problems and never perform good at all
Sub 1000whp they can work great. PD Torque down low and turbo power up high....but that's only until the blower becomes the restriction. Mullet's Ford GT was a bad *** ride until he wanted more power out of the compound setup. Then it was a clusterfuck. I appreciate anyone who can make their setups work...be it Procharger, Turbo, Nitrous, NA, or any combination of the above. Keep em shiny side up and rubber side down and all is well. Just don't lose.
Got the hot and cold side piping tied in while I was up there Saturday. All cold side piping should be completed, then it's a matter of finishing up the water tank for the A2W and getting the A/C lines modified for the chiller kit. Piping will be insulated after it's jigged up, but getting closer.
That's not on the car any longer. Couldn't keep the car cool at idle in traffic. 250 degrees was too much for my taste in Texas heat.
However, the LME intake finally showed up yesterday, so it's been dropped off for powder coating today. Cold pipes are done....water tank, lines, and pump are going on next. Also sold the IW 18% pulley and am replacing it with an ATI damper...don't really need the larger outer hub on the IW for the turbo setup, so might as well remove the unnecessary weight and clutter in the engine bay.
I have been reading the forum for a few months, but never created a login until now. Your thread is awesome and just wanted to wish you good luck. I am interested in how this car behaves. I know there can be a bit of turbo lag with them out back, but I don't think it is the end of the world if the driver knows how to compensate correctly. Goodluck!
Compound boosted cars tend to have the PD blower become a restriction north of 1100whp. Nitrous does not provide any restriction.
Wow, you hit the nail on the head. We're wrapping up Ben's ZL1 for TX2K18, and the stock LT4 1.7 supercharger started choking out right around 1030rwhp. We're going to over spin it some more in hopes to reach 1100rwhp, then make some changes after Texas.
1030whp is pretty solid, good luck on the overspin. Luckily the Boost Freeze setup should help offset the high IAT's caused from overspinning the blowers. If you guys are going to be around for TX2K, I'd like to talk with you about your chiller application just to get some insight, advice, words of encouragement (lol), or some prices for components.
Wow, you hit the nail on the head. We're wrapping up Ben's ZL1 for TX2K18, and the stock LT4 1.7 supercharger started choking out right around 1030rwhp. We're going to over spin it some more in hopes to reach 1100rwhp, then make some changes after Texas.
have you looked at opening the bypass valve once the turbo comes on line? That should bypass the blower and help remove some restriction.
02-21-2018, 03:50 PM
Works looks really good & clean... Robert
