I currently have a bb50trim with .63a/r backhalf on my car and was thinking of possibly switching to an S256 for next year. My car is still on the stock motor, and has all the supporting big turbo bolt-ons. I have been 11.53@123 on 21-22psi on pump. On race gas I have seen 125-126mph traps on 26-27psi. Would it be worth it to switch to an s256? Keep in mind that the car is still driven on the street also. Thanks.

Get your Vegas Fuel exclusively online from AGP Turbo. This is by far the best tasting energy drink you will find anywhere.

VegasFuel brings flavor, color and attitude to excite your senses and energize your body. A premium energy blend and burst of tropical flavor make VegasFuel the perfect drink to elevate your spirits and brighten the mood. Whether you are in the VIP spotlight or in the daily grind, VegasFuel will be there to move you. Put a little Vegas in You!

FREE shipping to the 48 contiguous United States on this product!


Click here to purchase now. $43 shipped per case

So I was fumbling through some old folder on my laptop tonight and ran across the pictures from our old shop car circa June 2004. These pics were from the DSport Magazine photo shoot. I thought some of you guys that are newer to the forums would like to see our old shop car.

Attached Images

	DSCF1260.jpg (50.6 KB)
	DSCF1270.jpg (75.6 KB)
	DSCF1297.jpg (83.3 KB)
	DSCF1299.jpg (74.3 KB)
	DSCF1314.jpg (175.2 KB)

Kevin...here are the pics

We threw our Delta 55 on UMS Tuning's Time Attack Evo 8 to see what it would do at 27psi of boost on E85.

Results:

538whp/473wtq

Dyno Graph

Attached Images

delta55evo8.jpg (107.9 KB)

Is the characteristics of this turbo like this in your experience ?

As soon as the wastegate opens at about 14 psi, the spool climbs progressively until reaching full spool ( 23 psi ) at about 5300 rpms ?

I mean, at exactly what rpm do you hit full boost ?

Seems to be leaking around the top of the draintube where the 2 bolts connect.I know there is a gasket up there,but could it have maybe shifted?I noticed that when i was on the dyno,that there was some blueish smoke coming from the back where the turbo sits..Used a small mirror and looked at the drain nipple and its comming from there.

just wanted to know the difference performance wise with the log style and new style manifolds.. i'm most likely getting a 50 trim kit in the nest week or so with a log style manifold. i saw on different threads that the spool is alot slower on the log style?

Give it up to ACT, the leader in clutch technology, for completing their twin disc for our community.

We have the first batch being completed right now and will be shipping to us at the end of the month. Order now, and you will receive free shipping.

The ACT Race twin-disc kit offers SRT-4 enthusiasts a true race-ready complete direct bolt in clutch kit that requires absolutely no modifications. The ACT Race twin disc kit utilizes sintered iron discs for maximum holding capacity (770 lbs/ft of torque) and quick shifting while also offering twice the surface area for high heat capacity and long life. Each kit has an overall weight of 15 lbs as compared to the 31 lb stock kit (a 52% decrease in weight) and results in a very low moment of inertia. With ACT’s ability to design and manufacture our own diaphragm springs, we were able to keep the pedal load to a minimal 15% increase over the stock pedal load.

All ACT Race twin-disc kits are dynamically balanced in house as an assembly for trouble free use.

This is a pre-release order, expected ship date 12/1/09. Preorders will receive free shipping.

Click here to order now. $1401.65 shipped!

Give it up for Aaronneon and Realtune Performance for taking an AGP Turbo Kit into the 9 second zone. Yes, that is correct, a log manifold can do it.

Thank you Aaron, hats off to you and your team.

i'm currently running a 3147 on a mild street tune. i'm think about upgrading to get more power. i was looking for a turbo with good midrange power, and have a decent spool. however i do not have the means to build my block at this point so i guess i would be limited to 50 trim, s256, gt30, maybe a d55. any suggestions? or should i just stay with what i have?

Hey guys, I seem to be having a problem with the manifold bolts that connect to the turbine hotside. The back two bolts facing the firewall seem to keep backing out on me, and I have those aluminum 3-tab washers you guys supply with your install kit on there. Is there anything else I can do to stop them from backing out. I've read about loc-tite possible working, or the alloy washers.

Please help me, I can't afford to blow another gasket on this!

After a lot of reading and listening to multiple points of view on what turbo to go with, I finally made a decision to contact AGP to see about what they would suggest and pricing.


I just purchased a few hours ago a new AGP Delta 44 turbo from Jon at AGP. I was struggling with the idea of taking the 50t .63ar Turbonetics turbo off the car and going back to an E1 turbo setup since it worked well for me and ran awesome. Had the power I wanted, in the power band that I wanted. Fast spool, instant/tons of torque. The only thing holding me back was having to take everything off the car again and installing the stock setup again just to do.


After reading a bunch of threads on the different turbos that AGP sells and what I was looking for for my DD street car I settled on the Delta 44 .48ar standard bearing turbo. From what I have read it can get me the 300-350 whp that I want and still have some room to go higher if I decide later on. It should have the faster spool that I am looking for due to the .48ar housing and smaller compressor wheel than the 50t.


Jon at AGP was awesome with helping me out with answering each and every email/PM and phone call concerning what I was looking for and what I would want to go with to get there. Even saved me money by talking me into getting the D44 versus the 50t.


Thank you very much Jon and AGP.

IT'S TOO BIG!!!:blingblin





So, to me, it looks like I have a few options...

1) Get a smaller compressor housing.

Does the D60HTA have a smaller housing? It's the only turbo I'd want to replace it with.

2) Rotate the engine forward.

I've gone as far as I can with my adjustable bobble strut. I'd have to do some more fab work on the front mount and rear bobble bracket to get the room needed. I'll also run into an issue with clearance in front of the engine with my charge pipe between the intake manifold and slimline fans, not to mention driveshaft angles, etc.

3) Relocate the brake lines.

More cost involved. I'd cut the lines on the lower pass. firewall and flare the ends, then run SS braided teflon lines low on the firewall over to the master cyl. I'd need to get the lines custom made for length, but I have a BUNCH of local hose specialists who could do it for me. I only worry about flaring the lines myself and only running a single flare on them. I guess I could pony up and get a 37* flare kit and run a collar and JIC fittings there.


What's your opinion?

Return line kit fitting the elbow that connects the fuel rail to the return line kit? Where can I get one of these?



Any help will be appreciated