Dynojets are notorious for RPM pickup glitches.

I left the oil guide in so the trans can still function like stock in the event of a pump failure.

I ran Evo 9 pistons before with 1G rods, but had the machine shop offset bore the pins to raise the piston 1mm. I also cut the valve reliefs so there were no clearance issues.

33% nitro mixed with the methanol.

Post a few other angles?

NRG? Not sure if they're still around.http://s165.photobucket.com/user/fastnelson/media/tube-frames/154.jpg.html

http://i.imgur.com/oreVytB.jpgThe interesting thing about nitro is it still makes power running rich. Leaning out 0.2 picked up 12whp, and I'm sure there's more power to be had with rpm based boost control.Right now I'm using a MBC and boost goes up 3 psi on the mid range with nitro so I...

No correction factor, air temp 11.5c, barometer low 102s. I don't use any weather corrected numbers, and WC number of 653 is dyno jet equivalent.

RG's MD500 Mustang dyno. Have done ~1100 pulls on this machine. A 150lb heavier 1g awd did 136mph on 503 whp on this dyno so I'll be looking for 142+ when the track opens in 2015. Does anyone know what the current mph record is on an fp3052?

I went 134mph on a PTE bolt on 50 trim @ 2920lbs. Pump gas + meth injection. 9:1 2.0, ported stock intake mani, HKS 272s, full exhaust. I expect to run well into the 140's next year on the FP3052 in full daily street trim with road race brakes/suspension. Stoptech 355x32 rotors are 19lbs ea!

1/3 nitro mixed with methanol. I've been using meth injection for 11 years now and have never seen gains from injecting any amount of water.

Not sure what's changed, but images don't seem to work properly any more. :banghead:http://www.dsmtuners.com/threads/linked-pictures-now-attachments.488568/

http://i.imgur.com/LcRpYGz.jpghttp://i.imgur.com/pGoEDP7.jpg

That shell seems like a good candidate for subframe connectors.http://www.galantvr-4.org/ubbthreads/showflat.php?Board=one&Number=1103270&page=0&fpart=1

The FP3052 is a GT3076R in an FP stainless turbine housing which is around .70 a/r. 52lbs/min compressor flow.2045cc 6 bolt with JE flat tops.

Definitely interested to see your results. I test in 3rd gear with no PAU force, so rolling strictly on inertia which gives around 4 seconds on boost. How long does your car see full boost during your dyno pulles?From cbevo.com: 02/09/2011 Buschurs dyno on the BR 2.3 and FPGreen HTA73...

While I prefer uncorrected numbers, the Dynojet factor has proven accurate on at least 3 other Dynojets, one of which is English Racing's.M3, 234 Mustang, 274 on a Dynojet down the road. http://www.revscene.net/forums/668578-speedpro-dynojet-e46-m3-dyno-base-lines.htmlStock 2012 GT-R...

I wonder what's holding the power back at 7500 as the extra boost didn't translate into more hp.

The difference on my current setup is 12.5%, but would probably be more on a higher flowing turbo. I do have a GTX3076 available for testing, but I'd have to drop it into my FP turbine housing. The car is out of injector though, so I'm looking for a set of ID1000's.

Have you considered building exactly what you want? I looked at putting Evo 9 parts on my 1G, but decided it's too much work for something that would still be compromised.http://www.gktech.com/index.php/s-chassis-billet-aluminium-knuckles-1.html

Torque loss with 272s. This was on a 9:1 ported stock intake 2.0, DNP header and bolt on 50 trim. 497whp on a Mustang with a PTE bolt on 50 trim. HKS intake cam needed retarding to get the best out of it. Compe 100s worked well clost to zero.While searching for these old pulls, I...

Always trade offs. The surprising thing about the S3 is no loss of midrange. When I tested Comp 100 vs HKS 272 I lost about 20ft/lbs tq. GSC :applause:Manual for sure, as I'm more into track days than drag racing.2.0, JE 10:1, stock intake, stock size Ferrea exhaust valves, head casting...

Still on the FP3052. S90 70mm throttle body, extra wg spring to hold 30psi up top. I have not seen any 3076R make more power than this (622whp Dynojet), but if anyone knows of one, I'd like to hear about their setup.

88mm, vs 63mm for stock. Made by AEM.Some interesting reading: http://www.ffcars.com/forums/17-factory-five-roadsters/296877-can-alternator-spun-too-fast.html#post2714511

^agreed. The HTA Green with standard hot side easily put down 450whp through an auto on a Mustang dyno.

I'm running the oem thermostatic filter housing and temps are never below 90c at light load. The matching stock '90 oil cooler got repurposed to transmission cooling duties on the passenger side.

At 180mph the car went back in time. ROFL

I run a 34 row in the drivers side air duct and it does a pretty good job for track days with ~600hp. Good ducting is essential though. http://www.jegs.com/i/Earls/361/43400/10002/-1?parentProductId=1676010

Old cams were Comp 100, -2 -2. Did not try moving the S3's around yet. 10:1 2.0, mild porting, stock intake with custom plenum, FP3052. This is on a stock calibration Mustang MD500. The corrected numbers are Dynojet equivalent.

Is your roof beyond repair? You could straighten it and wrap with textured vinyl that helps hide imperfections.

Not a DSM, but changing any roof skin isn't a simple task. http://forums.m3cutters.co.uk/showthread.php?t=9539

A couple of lithium battery threads: http://www.dsmtuners.com/forums/electrical-tech/467379-battery-relocation-lithium-batteries-road-racing.html http://www.dsmtuners.com/forums/road-course-autocross/435643-lithium-batteries.html+1 for doing a test like this and hope everything goes well at...

I'd recommend spending the extra and get the undercut stems, like the BC link you posted.

The only way I'd use the stock drain for a pickup is with a low profile steel fitting or banjo.

I don't actually remember the arm lengths but I think there was a thread on this site with all the info. The straight upper arms will hit the frame rail, so I clearanced it with a BFH.

ST bar with ball joint links to the trailing arm.

Best way to adjust camber, track width and eliminate stock or poly bushings. Saves a couple pounds as well.

On-line Product Catalog:#3MGive it plenty of time to cure and either support the driveshaft if you're leaving it on the car, or remove it completely so the driveshaft is on center with the brackets.

What do you have right now, and what is your budget?

It's unfortunate that this design isn't more common. Would make roll center adjustments so much simpler.

Have you considered switching to a Bosch ignitor? Bosch 0 227 100 211 Ignition Control with MegaSquirt-II

I have some custom caster plates now and around 7 degrees.

How is the AEM Infinity doing?

I'm going to test this soon. I have an FP3052 w/ 44mm wg, and a header mounted wg that I'll run back to back on the dyno. And just to make 100% sure of the results I have an identical header with no wg provisions.

For a rear mount turbo you'd have to move the alternator or dry sump stack to the front. A 321 tube header with V band turbine housing is fairly light, and will package much nicer.I moved my front wheels forward to improve weight distribution...

You could machine a spacer but I've never seen that done before.

Clearing the shelves for Infinity?

We don't have E85 here, but I run a 10.3:1 2.0 on 94oct and meth injection. Hands down winner everywhere, and I've run 7.8, 8.5 and 9:1 before.