Dyno Results for Midwest Turbo Connection (MTC) 7659 Billet TD05's (Stage 4's)

**JRink** · 01-26-2012, 09:31 PM

(Received a message from Dan at MTC... He's tied up this evening so he gave me the go ahead to release some information about the Stage 4 turbos.)

Well, some new numbers to report after last week’s dyno of 767awhp/758awtq on the MTC Stage-2 turbos. Swapped in the MTC Stage-4 turbos and put down 842awhp/764awtq on the rollers earlier this morning. Same boost pressure, same setup, no changes.

So here’s a quick comparison of various TD05 setups on my car using the same dyno each time.

E16Gs: 688awhp/679awtq (27psi race gas)
68HTAs: 740awhp/762awtq (33psi race gas)
MTC Stage-2: 767awhp/758awtq (35psi race gas)
MTC Stage-4: 842awhp/764awtq (35psi race gas)

Power on the MTC Stage 4’s lagged behind the Stage 2’s by about 200-300rpm until 5000rpms where the Stage 4’s started making a lot more power. A pretty decent trade off I think.

Very minimal changes between the setups. Please remember that peak numbers aren’t the big picture, the overall power under the curve is what’s more important – I’m happy to say overall, each of these combinations has a nice powerband depending on what your specific goals are. Higher boost is attainable, but we realized my AEM MAP sensor is preventing us from doing that at this time. I doubt I will upgrade the MAP sensor to run more boost. I plan on addressing a few other shortcomings instead.

Right now, I am facing a few bottlenecks in my setup that seem to be holding back the potential of these larger turbos, especially up top (6500rpms+). We’re indentifying them, and hopefully will address some, or all, of the potential bottlenecks then re-dyno again for comparison. Just depends how motivated I am to do it along when determining potential gains versus associated costs. After the car going sideways while drag racing and hitting the cement barrier a few months ago, I’m still recovering from those repair costs too, grr. Hoping to prevent that again by running drag radials and finding time to install all 3 limited slip differentials (front, center, and rear) I purchased from Supercar after that disaster.

I get questions from time to time about switching to E85/E95 or whatever special uber-blend Chis Hill uses, but it’ll be awhile before I go that route as it means new fuel pumps, injectors, fuel feed lines, etc. But, when I read earlier what he’s running for timing advance versus what I’m running under race gas, I start to wonder if I’m using old tech here and should make the switch as others have done. Maybe one day, but probably not soon.

Stay tuned….. I’ll try to post up more numbers in the next week or so.

JR

**Ninja Performance** · 01-26-2012, 09:44 PM

Nice numbers. So this is on a 3.5 stroker?

If so, that is about what I did (747AWTQ 835AWHP) - but on a different dyno - on my 3.0L stock heads and cams @ 35-36psi twin PTE 5027s with TD05 hot side .48 AR on E95M5.

So seems the stage 4 is close to the turbos I am using. But yours may spool up faster. (should on a 3.5 but may still on a 3.0)

My dyno sheets can be found here : Ninja Performance - Your Affordable Performance Parts Store

-Chris

**neverenoughhp** · 01-26-2012, 10:09 PM

How often do you drive this car on the street? I have heard that the rear diff is pretty annoying on a daily basis.

**keo92stealth** · 01-26-2012, 10:10 PM

sick numbers. i wonder what the 3l results would be with those turbos. chris, your car is just something else. if you ever put a set of dr heads and cams in that thing, i know for a fact that shit would make 900 awhp!! awsome results jesse.

**familyMAN** · 01-26-2012, 10:18 PM

Thanks for sharing! Gonna post the graph?

**fullracegt** · 01-26-2012, 10:22 PM

verr nice! what turbo manifolds are you running? are these internally gated?

**NOMIEZVR4** · 01-26-2012, 10:32 PM

Great numbers!

What are the potential bottlenecks you speak of?? and based from your extensive experience, at what power levels do these components become bottlenecks?