385RWHP / 428RWTQ 00 V6 5spd stock motor my old TT kit - Mustang Evolution

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Old 10-24-2004, 06:18 PM   #1
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385RWHP / 428RWTQ 00 V6 5spd stock motor my old TT kit

As many of you know Mundy from Miami bought my old TT kit, with T-25s he made ~300/365 @ 8psi. He got some bigger 16G turbos and I tuned the car today.

The first run at 8psi actually made less power than the old turbos...the new turbos spooled slower, they weren't building as much boost as quickly.

We kept creaping the boost up, finally hit 13.5psi and decided it was time to stop and try the cutout. With it open the car made 14psi (same wastegate settings).

Ambient 85F
Engine coolant 170F
Peak Air temp after IC 138F
93 octane (12:1 a/f and conservative timing)
No nitrous
Completely stock JY 3.8 longblock
About 15min of cooldown



I see some possible tweaks but the car is doing very well as-is.
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Old 10-24-2004, 07:09 PM   #2
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wow, very impressive on a v6
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Old 10-24-2004, 07:13 PM   #3
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wow that is awsome
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Old 10-24-2004, 07:20 PM   #4
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That is crazy man. How healty is all that boost on a stock motor? Can we see pics of the motor? Seein that makes me wanna keep the 6 under the hood lol



I went to the velocity stang site, i saw the TT setup
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Old 10-24-2004, 10:31 PM   #5
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what size exhaust is he running? what kind of boost controller is in the car?
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Old 10-25-2004, 02:46 AM   #6
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I dunno about Ford 3.8's in particular, but I could run 12-13 psi of boost in my 2.2L MoPar all day long, pushing a heavy minivan about. No intercooler either. I put thousands of miles on it like that. That was about the safe limit for unintercooled boost on that particular engine.

Much past that and an intercooler was needed as well as more fuel beyond what the computer could provide, or you paid the price. About 20 psi was the safe limit for an intercooled and added fuel but otherwise stock engine. Above that and you really should go with forged pistons.

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Old 10-25-2004, 05:44 PM   #7
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well, the 2.2's also have a compression ratio of 8.1:1, which helps a lot

my car runs 11psi dead stock, no problems, im hoping to shortly swap turbos to one with less miles on it, intercool it and run 18psi, anything above 14psi in these cars need added fuel, and it has been known for guys to run 30psi on the stock cast pistons
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Old 10-25-2004, 05:46 PM   #8
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what size exhaust is he running? what kind of boost controller is in the car?
3" single exhaust, greddy profec B-2
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2006 Mustang 4.0 M5 Vortech 13psi 395RWHP/374RWTQ wife's car
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Old 10-25-2004, 06:01 PM   #9
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think about possibly running 3" duals, the less backpressure the better in a turbo car

i dont know much about that specific boost controller to really give any tips
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Old 10-25-2004, 06:07 PM   #10
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think about possibly running 3" duals, the less backpressure the better in a turbo car
I wish but not with a stock K-member. I have something much better in the works for my car but it requires a tube K and F C/Os.
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Old 10-25-2004, 08:16 PM   #11
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drool
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Old 10-26-2004, 04:07 PM   #12
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Quote:
Originally Posted by justin00stang
I wish but not with a stock K-member. I have something much better in the works for my car but it requires a tube K and F C/Os.
i didnt factor that one in there, is there a possibility of running a short section of mandrel 2.5 to 3" later on? that y-pipe, in any form would restrict the spool up a bit
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Old 10-30-2004, 09:08 PM   #13
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well, the 2.2's also have a compression ratio of 8.1:1, which helps a lot
It would, if I had a 2.2 in it. It had a 2.5L in it and the compression ratio was a bit higher, like 8.9:1.

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Old 10-30-2004, 10:25 PM   #14
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still should be the same, the only difference in the pistons were the skirts being thinner and the wrist pin location
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Old 11-03-2004, 03:30 PM   #15
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? The stroke is longer too. Same block, same bore, longer stroke. Longer stroke raises the compression ratio. Yeah you can deal with that by lowering the piston, but there is a limit to how low the piston can go before you have piston to crank counterweight issues. The 2.5L turbo was built to provide more grunt down low for the heavy minivans. it does that nicely, but it's not the high rpm screamer the 2.2 is. Lower the compression ratio too much and you lose the lower end grunt the 2.5 was used to provide, so it's kinda a wash. For the masses the slightly higher compression tratio 2.5 turbo provides a good balance between off the line (no boost) grunt and top end (got boost) power.

It's only when knuckleheads like me start turning up the boost that you got to be careful how far you go. And you got to do things the factory never considered proper for a turnkey setup for the masses. It was fun while it lasted and it was my brainfart that killed it, not any inherent lack in the stock engine. Never forget to hook up the wastegate control

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Old 11-03-2004, 05:08 PM   #16
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actually, stroke has nothing to do with the compression ratio, the piston can only go so high in the cylinder, and a stroker doesnt make it go any higher to raise compression, it still stops at top-dead-center
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Old 11-08-2004, 12:50 AM   #17
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lol did you say its a Twin turbo kit using 2 T-25 turbos?
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