Ok so I want 10s

[DK77]

Chuck Norris turbos

[J. Fast]

Plus it's a GTO , not a 3000GT. The minor differences from the factory make them harder to modify to the same HP level.

Steve

I've never seen a full JDM spec car or engine. Why are they harder to modify? I figured they'd actually be faster and easier to work with without all that emissions crap no?

Personally I'd happy with mid 11s but I had a few beers the other night and told a mate with an fd rx7 I will be doing 10s this time next year

That's going to be an expensive conversation to back up try not to have too many of those

[DK77]

If you simply have to have 10s, your easiest route (albeit not cheapest) will be DR750s

Of course you could do DR750s and some weight reduction and amaze your friend with a sub 10 pass

[Chatzvr4]

I don't think anyone has ever really dialed in a pair of 13Ts, and then gone to the track on race fuel to see what they can do. I ran high 11's ... on pump. At ~16psi. With a stock MAS, heads, etc. For comparison, I think the 11.4 was closer to 20psi iirc. And CANECAC's ~475whp run was an aborted run on a car he never finished dialing in and never took to the track.

I don't think a discussion about the capabilities of 13Ts on the merits of the few who have even ran them is valid.


I agree though, I'd love to see Ray run a 13T car, on blow-thru, with supporting mods, running race fuel, balls to the wall. Until that happens though, I think comparing 13Ts to other, older, more 'proven' turbos like the 15Gs and DR650s, has to be apples to oranges.

I'd also love to see Aaron take his stealth with the flashed ECU to the track with his 13Ts at 18psi. Then see what he can do with stronger wastegate springs, with the wastegates unplugged, with a blow-thru setup and race fuel.

Ryan

13T's are not even in the same ball park as the 650's let alone 750's. there is a reason why the WRX's upgrade them. Yes the easy way to get into the 10's is Billet DR's but on a stock engine may not be the safest way. This is my suggestion feel free to add to it.
4bolt block with forged crank or a ARP 2 bolt with forged crank
Ported and polished heads (Get more flow to turn the turbos
Short runner plenum ( change power band to come in earlier)
Mafless (blow thru)
Headers
Upgraded fuel system
Trans and transfer case brace
Coil over suspension
AEM EMS

I would also look into getting thos turbos upgraded. They have nice housings. I think they have a H wheel maybe you can upgrade to a titanium HL wheel to help the spool. and they would still be 13T's
This would help get those 13t's into the 10's

You could almost buy all of this for the price of dr750s but if you can afford it I would suggest all the above and the DR750's this way you can run your 10's more then just a couple of times with out blowing your engine

[SuperFast3000GT]

Hey matt, (loved seeing you on passtime, btw) how many tickets have you had? My mostly stock VR4 gets me in all kinds of trouble. I can only imagine what kind of trouble you get into...

[bluzvr4]

what car did he have on passtime any video?

[lawdogg]

13T's are not even in the same ball park as the 650's let alone 750's. there is a reason why the WRX's upgrade them.

Hey Chatz - just to clarify, I wasn't at all making that argument. I was only proposing that we not discuss the turbos on the same footing for lack of equivalent use.

Further, I don't know if the rationale you cite is necessarily proper. The reasons behind another platform replacing a 13T - their stock turbo - with any other turbo - can't be 100% analogous to our rationale for replacing them. I think a turbo is generally selected on a case by case basis of power vs. $$, etc. - so saying broadly that "there is a reason why the WRXs upgrade them" begs an improper inference. I do not think saying that the reason why WRXs replace their OEM turbos with other turbos lends any credibility to the argument about why the 13Ts might be an 'inferior' turbo to a DR650 or DR750.

If, on the other hand, WRXs upgraded from a 13T to a DR650 / DR750 ... that would be a proper argument, I think.

Anyway, I think that a comparison of compressor efficiency maps would definitely show that the DR650s / 750s are probably superior to 13Ts in our CFM demand range at the pressure ratios our 1.5L's can generate. So there's that argument. I think a problem there might be that DR keeps its efficiency maps proprietary (afaik).

But boy I'd love to see a tire-smoking, quarter-mile running, dyno proven debate instead of a theoretically-grounded discussion.

//Ryan

All of this being said ... it's a departure from 'can I run 10's consistently with 13Ts' ... I think reliable et's are more dependent on driver skill and consistencey than anything else LOL! So to compensate for a lack of immaculate driving, you'd want a surplus of horsepower ... and no, I don't think you 'll get that from 13Ts.

[Lithium]

Hey Chatz - just to clarify, I wasn't at all making that argument. I was only proposing that we not discuss the turbos on the same footing for lack of equivalent use.

Further, I don't know if the rationale you cite is necessarily proper. The reasons behind another platform replacing a 13T - their stock turbo - with any other turbo - can't be 100% analogous to our rationale for replacing them. I think a turbo is generally selected on a case by case basis of power vs. $$, etc. - so saying broadly that "there is a reason why the WRXs upgrade them" begs an improper inference. I do not think saying that the reason why WRXs replace their OEM turbos with other turbos lends any credibility to the argument about why the 13Ts might be an 'inferior' turbo to a DR650 or DR750.

If, on the other hand, WRXs upgraded from a 13T to a DR650 / DR750 ... that would be a proper argument, I think.

Anyway, I think that a comparison of compressor efficiency maps would definitely show that the DR650s / 750s are probably superior to 13Ts in our CFM demand range at the pressure ratios our 1.5L's can generate. So there's that argument. I think a problem there might be that DR keeps its efficiency maps proprietary (afaik).

But boy I'd love to see a tire-smoking, quarter-mile running, dyno proven debate instead of a theoretically-grounded discussion.

//Ryan

All of this being said ... it's a departure from 'can I run 10's consistently with 13Ts' ... I think reliable et's are more dependent on driver skill and consistencey than anything else LOL! So to compensate for a lack of immaculate driving, you'd want a surplus of horsepower ... and no, I don't think you 'll get that from 13Ts.

This, Getting a 13t car into the 10s is completely possible. focusing on 60 foots and weight will be the key to getting what you want.

[DK77]

No doubt that it's possible since Austin/STM has gotten there with 9bs. That doesn't change the fact that it won't be easy.

[Lithium]

No doubt that it's possible since Austin/STM has gotten there with 9bs. That doesn't change the fact that it won't be easy.

Sure it is, anyone can take a torch to metal. Removing weight is free and makes the most performance difference (best bang for the buck). The thing that filters the hacks from the pros is how well they do it. I could take a stock VR4 and get it into the tens for just the cost of the car, or at least what was left of the car. Get my drift.

These guys pretty much show how easy it is. They gained 2 in the 1/4 in a sentra lol. check out the pics.

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