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Sounds a lot different to my car. Sounds nicer. 3.5" exhaust?
The main differences I can think of is my 16v head and that I run two small mufflers. You can really hear that your car runs without any mufflers and the sound get's very raspy (a bit too raspy imho) that way. But the only reason I'm running mufflers is that we have a 95 dB drive by limit at our tracks
Yes, very raspy without mufflers. If I go down the 16v path next year I'll do a similar exhaust to yours perhaps with one muffler. Yours definitely sounds 'cleaner' although mine sounds a little different trackside than video.
I'll start a new thread, but there was a discussion about turbo's. Precision vs Garrett. I shared my thoughts about the Precision turbos. The Precision 6262 that used to be in my car had a bearing failure. Precision management stated that because I removed the external oil feed bolt, the warranty was voided. Told me it's used to align the bearing..Please, the external oil feed bolt ends with a washer on these units. This isn't about being within a few .1000ths.
With that stated, and knowing the bearing failure rates of this particular series of Precision units, mine with under 2K, I couldn't/wouldn't continue using Precision. TIAL's awesome customer service towards me is honored.
Here a few pictures of TIAL/Garrett's HTA dual BB (Garrett center section) HTA 3582 with TIAL's SS housings and dual V-band. Took a bit of R&D to utilize factory H20 cooling. This unit is much more responsive while driving as compared to the 6262 turbo. Seeing 20psi on both the boost gauge and laptop (TEC) by 3200rpm on the road was impressive. The Mustang tuning dyno showed later max boost, but we got to tune a few bumps out of the fuel/timing curves.
I'll post a Dynojet chart once I get to Phoenix for a WOT run. I've attached a few photo's as compared to the Precision 6262 and installation within my engine bay.
Almost forgot, another late 80's favorite sports car, the E30 M3.
Originally Posted by George D
OT a bit, but good article easily demonstrating the differences of Garrett vs Precision. Not a big deal, but worthy of a quick read. I like the Precision's performance in my car, but did want to use a Garrett. We traded my old Turbonetics GTK 650 with a .82 for the Precision 6262 .68.
If/when this turbo shows any issues, a Garrett will likely replace it.
Nice footage. Did you let up because you knew the front splitter or whatever you felt needed a lift from WOT? Still a track record, that car is singing well. Great job.
G
Originally Posted by Duke
Sooo I was at another track this weekend and... set a new track record for the 3rd time this season
As they say in Cribs... this is were the magic happens
Nice footage. Did you let up because you knew the front splitter or whatever you felt needed a lift from WOT? Still a track record, that car is singing well. Great job.
G
Yep the GT/GTX turbo's are great! They've always been 100% reliable for me with great response and power.
The splitter support rods broke in the braking zone after the main straight after the record lap. There was more time to find and I was going for another hot lap but I immediately heard something was wrong and limped to the pit.
I'll start a new thread, but there was a discussion about turbo's. Precision vs Garrett. I shared my thoughts about the Precision turbos. The Precision 6262 that used to be in my car had a bearing failure. Precision management stated that because I removed the external oil feed bolt, the warranty was voided. Told me it's used to align the bearing..Please, the external oil feed bolt ends with a washer on these units. This isn't about being within a few .1000ths.
With that stated, and knowing the bearing failure rates of this particular series of Precision units, mine with under 2K, I couldn't/wouldn't continue using Precision. TIAL's awesome customer service towards me is honored.
Here a few pictures of TIAL/Garrett's HTA dual BB (Garrett center section) HTA 3582 with TIAL's SS housings and dual V-band. Took a bit of R&D to utilize factory H20 cooling. This unit is much more responsive while driving as compared to the 6262 turbo. Seeing 20psi on both the boost gauge and laptop (TEC) by 3200rpm on the road was impressive. The Mustang tuning dyno showed later max boost, but we got to tune a few bumps out of the fuel/timing curves.
I'll post a Dynojet chart once I get to Phoenix for a WOT run. I've attached a few photo's as compared to the Precision 6262 and installation within my engine bay.
Almost forgot, another late 80's favorite sports car, the E30 M3.
Isn't the 62 wheel with AR .68 a bit small on a 3.0? I am worried that my 66 with AR .68 will be to small.
My car is currently undergoing a MAJOR redesign in many areas. Looking to reduce lap times with several seconds for coming season
It is a T4 0.68, which I have been told is bigger than the T3 .82.
Will you race in Norway this year? I'd love to see your car. Doing a few track days in Sweden is non my to do list, but saving money for Nürburgring has priority, so cold be difficult to to both
EDIT: What about a few teaser? Taking of second of an already incredibly fast car is not some small feat.
It is a T4 0.68, which I have been told is bigger than the T3 .82.
Will you race in Norway this year? I'd love to see your car. Doing a few track days in Sweden is non my to do list, but saving money for Nürburgring has priority, so cold be difficult to to both
EDIT: What about a few teaser? Taking of second of an already incredibly fast car is not some small feat.
The T4 0.68 should be good!
I'd really like to go back to Rudskogen this summer. Not sure I will be able to make it though.
Here's one part of the puzzle to shave seconds but the majority will come from other major modifications that is not official yet
10-07-2014, 04:37 PM
