jeffp

I know JWT sells an upgrade ECU for the turbo application, but I dont know to much about what they do to it. You may want to give them a call.

As far as the combustion chamber size thing - do you mean displacement, rather than combustion chamber size? They are two different things. Larger displacement will do the stuff you mentioned re: getting more air/fuel in. However, a larger combustion chamber by itself will only result in a lower compression ratio. While this will give you more resistance to detonation for the reasons stated above, it does not cause more air/fuel to get pulled in. You are correct in your reply, what I failed to mention, my brain was getting ahead of my hands, is that generally speaking larger combustion chambers imply larger valves, sorry for the lack of information on that one. You know the flapper idea is an interesting idea. I dont know if it has been tried, but what if you setup a flapper type configuration like you mentioned and utilized a second waste gate actuator that was programmable with a boost controller similar to the electronic units that are used for the waste gate. You would be able to for instance in my case with the Blitz unit be able to set the gain of the unit that would control how fast the flapper opened at a set output pressure from the compressor. That would be fun to play around with in our spare time LOL Really that would in effect make this variable A/R turbine housing that everyone has tried to perfect, but have had nominal success with, at least in my opinion. There could be units out there that work just fine, but I know of only aircraft units that can do that.

Clint is correct about the fact that this system is maxed out right now. The injectors are running 100% duty cycle at WOT under load. I am with James regarding the injectors, I never thought they should have been used, but when you stop to consider the thinking behind them it makes total since. The system was designed as a 450Hp system and that is exactly what it does. The system can be upgraded slightly to 500 Hp with the ford exhaust turbine housing. The parts are cost effective for them and they can make a profit on them. They also fit the fuel map electrically regarding max flow rate at the 4 bar fuel pressure to wirk excellent with the configuration of the Nissan ECU. The Ford Maf was an add on later to offset the cost of a defective Nissan part that costs 500.00 or so. Also the Ford MAF set the scaling voltage to .7 VDC as compaired to the 2.2 VDC the Nissan part requires to meter the air correctly. So I understand the reasoning and the design totally. I am really waiting on Clark to see if he can turn it up to a 600Hp system and still maintain the reliability that the Nissan ECU offers. the injectors will change to 72Lb parts and the fuel pressure will return to stock pressures. The one thing that I have NEVER liked about the system is te fact that I cant tune it, only Clark can, and from a business stand point that makes total since to me that they keep their product under control and maintain a source of income from it after sales money, very savy. What I really need is some good data regarding the exhaust at it's current level to be able to effectivly make a determination as to where the next step will be. I need to check the back pressure of the system to get a better idea of what is needed and take a good deal of the guess work out of the equation. I do have a number of things going here at once so I really need to attack one issue at a time. The Cam is a concern for me at this point, but I am not sure the system will be able to support a cam up to 6800-7000 rpm. Flow, now there is one topic that almost always get left out like Clint said I think it was and pressure is always the topic. You need the flow as well as the pressure to push the fuel/air into the cylinder. pressure does you no good if you cant get the required volume of air. Think if it as a 1/2" hose running water at 10psi and compairing that to a 3/4" hose running water at 10psi, now which one will fill the bucket first, right, the 3/4" hose because more water can run through the bigger hose. here is another good one, Compression, what the heck does compression have to do with all this, and combustion chamber size. I did a little off the norm for these engines. I upped the static compression on my engine, and you know it worked out very well for me. A similar setup to what I have takes 6 more psi to develop the same power. Combustion chamber, there again, you will be able to fill more air and fuel if it is bigger. What does that translate to? Well for one you get more combustible fuel and air into the chamber, so we are back to the hose example more, is better, and it takes less effort to get it. You can run a 2" piston engine up to 400psi and you will get gains, but you take a 4"piston engine and push up the compression to 400psi and you have a wild cat on your hands, more is better, we are talkin swept volume here guys, bigger is better. I am running about 48 Lbs an minute with my setup @ 450Hp, and it is running off at the top end. Now is that the cam and it's inability to let the engine breath, or is it the volume of air and fuel available for combustion, good question. For now I think it is the cam, and later I think the turbo will be blowing all it has at the topend but cant get the pressure ratio required to fill the cylinder to the desired 3.3 PR that is needed for that piston/cylinder/combustion chamber to have enough explosive power to create 100Hp pushing down on the rod to turn the crank. I agree with Clint, the T66 looks like the best choice. I dont know about all of the new turbine wheels out there so I am going to have to get some sort of data sheet on them. I would very much apperciate any input from all of you as to who I can call that knows their stuff to discuss this issue with. I am thinking I am going to have to relieve some of the back pressure in the exhaust manifold, so that was the reason for the stage 5 wheel, it is bigger and will flow more air. Like James said, if the engine can take in 850 CFM, it needs to be able to exhaust 850 CFM as well, my terms, the huffs have to be close to the puffs or the engine gets constipation and will not run to it's capacity, like sticking a bananna up the tail pipe and expecting the engine to run like a race horse, not going to happen. One thing that this has done for me tho, I am getting very near to getting a new system. I have all the funds I need to do it and if I cant get Clark to help me out here without waiting till I die then thatis just going to have the way it will be, and in that case I have a whole new set of upgrades to do for the car and they aint going to be cheap. Anyway, thanks guys this has been really cool, I really dont get much of a chance to really talk engine building fundimentials in detail to much with people who know what the heck they are talking about. I really appreciate it and please keep the ideas coming, I love this stuff.

It's not a matter of calling at the wrong time, he just wont talk to me about it. I have called at 8:30 9:00 10:55 and I have tried getting him on the phone just before closing. I really think it boils down to the fact that he has not done anything to get the data on the part, there are newer projects to do to keep up with the newer products. I could be wrong, because I do know Clark works his hinny off there. I agree, I dont want to try to drive a car on the street that has relatively low power until mid point ofthe rpm range. 4500 rpm is a bit much for me just forthe sake of that kind of power. I do like to drive the car to, and boy just with the clutch I have had to get for the thing, that even makes it less fun to drive. Yea I would be interested in a cheap turbo also, and hey if I can get a build for halfthe cost of what this one cost, then I would be willing to try different combinations to get the best one, what the heck it's only money right LOL Realistically I am needing about 30psi and I want a little head room in there so I can keep the efficency up regarding air temp. i want the air as cool as possible and get what I need. Either way I need about a 3.3 PR with this thing, and I think to get that and the air flow with a 60-1 is pushing it a little, but I could be wrong. i would like to takk to more builders then just turbonetics. They dont come across as being the most knowledgable on the different builds.

I know full well what the dyno sheet looks like I was there remember. You are correct regarding the cam, it is dropping off at the higher rpm levels. I am well aware of this also. Two things there, the clutch gave a good puff of smoke, and died, see the sharp dropoff on the one sheet, and I have a good reason to believe it was slipping before that also. Second, I am running the cam 4 degrees retarded and that will affect the topend Hp and torque. I am doing another run this thursday with a new clutch, and I am going to do a first run the way it is, and adjust the cam timing and do a few more to see exactly what this grind is doing in the engine. I will be able to make adjustments in the frind from that data, and you are correct James regarding the power band range, that is what I am shooting for. The turbo, I would be very interested in calling that company that builds the turbo for JWT because I am quite sure they dont do it themselves, no question about that. So you think I should run a standard shaft, sounds reasonable to me. I dont have my data sheets in front of me so I dont know the specs of the stuff you have mentioned. Yes the goal is to get the engine to produce power and torque, at least for me to about 6800, I am having trouble getting the T5 into second gear @ 7000 rpm, I hate that tranny, and the worldclass is no better. REGARDING JWT, I did call today and tried to speak to Clark, cant get thetime of day from him. I have been calling for about 2 months regarding the MAF issue, but there has been no new information on the unit, and you know what, I am about to say hell with it and go after market. I really should have been after market from the get go, but I did not decide to get that much Hp until later. The stock manifold, now there is the question, can it do it, well, I know it will do 500hp, and I dont know of anyone that has tried 600hp in these cars to begin with, and I dont know of anyone who has tried to get it with a stock manifold either. So you think the HKS waste gate is the best? I was thinking along the lines of the race gate, but I have not been able to put my eyes on the unit. One thing is true tho, to dump that much exhaust to maintain 7psi, andthat is what I want to be able to do with the unit, run it stock if I want to, I will need a good unit with a big hole LOL. I,m open to different ideas and considerations, needless to say I really like to build overkill to get the long lasting part no question about that. so anyway how is your system doing in your car James? I am glad to hear from you again, I thought you dropped off the face of the earth or something, you just moved where you hang out. I have to admitt I am liking this forum a little better these days myself.

That sounds like good advice to me. Clark is very knowledgable in this area. I did ask one time what the compressor was and I keep thinking a 50 was stamped on the compressor housing, but I could be wrong. I got their turbo and it has run very well for me and I dont think I will have any problems with it, but I need to watch the boost levels and stay in the 20psi range with it as the higher levels tend to want to make the seal leak in short order, relatively speaking. The thing with the JWT system is that htey havenot developed a 600Hp 280 system, a sport 500 is the biggest, and then all that is done is a swap out of the .64 A/R garrett housing for the Ford housing with the .82 A/R and that bumps up the power to the 500Hp and I would be willing to bet that 500 is exactly what the thing will do. I am still in the design consideration stage in the game, really what I am waiting on it ifthe system will run 600Hp or do I need to go with an after market system to get me to 600Hp. All of your input has been very beneficial to me and has given me somethings to consider. I will see if I can get the specs of the turbo.

sorry guys, I just realized that is said the compressor incorrectly, the compressor is a 50 trim. I also agree with you James, the turbo was more then likely marked up a bit, but you have to figure they have to make money to. Regarding my Hp at the wheels, you are correct it made 380Hp @ 428 foot pounds of torque. The question still remains tho, how much will it actually top out at. The clutch gave out at 380, so I think it is really doing a little bit more then that. I was in the process of turning up the boost when the clutch went. I am doing another run this Thursday to get a baseline, and then I have a slight cam adjustment to make and see where that gets me. You know James bigger is better to some extent. My engine has a specific requirement to get me to X amount, anything more then that is just a waste of money for me. I like the quick spool and I dont think 3k is that bad at all. Its the 4500 spool that I dont like to much and I am trying to keep the rpm 's low enough to manage a good shot off the line and still not bog. Even at this point with the car, if I do a good off the line start, the car really has a hard time biting to the pavement, and I am not to interested doing a sideways start off the line, not good. So I am still working out the fine details to get the car so that I can launch it well and not spend all my power burning up tires, or more importantly, breaking parts in the process . I dont know James, you are a nice guy and you have helped me out on a few details that I have had questions in my mind on, and have generally been helpful to not only me, but others. I keep getting the feeling tho that everytime some of us start discussing this kind of stuff you are very negative about our thoughts and you have all the answers, now maybe it is I am to sensitive, but that is the feeling I get and I really dont know why you would need to come off that way. You definetly know your stuff, no question about that, and you have done some really nice work on your car for design, whats up do you want all of us to build their car just like your car. I kinda like doing my car the way I want it and if you do things differently then cool, you have what makes you happy, but at the end of the day, all of us want the best we can get so lets look at it that way.

Ok here is what I know about my turbo. I dont know what compressor wheel is being used, coming from JWT they are tight lipped about their products. I do know it is a TO4E compressor housing with a .5 A/R the inlet is about 2 1/2" and the major (od of the housing) is 3" The exhaust turbine wheel is a stage 3 wheel with the exducer if about 2.250" I could get the exact size, but this is very close to it. The Major is 2.559" I am runnig a stock Nissan housing (garrett) with a .64 A/R, but that is reduced slightly when the housing was machined to 2 1/2" for the turbine wheel. anyway thanks for the tip on turbonetics. I did call them and talked about thebuild and here is what I have decided will be the best setup for my application and still give a good spool. I am going with the T66 compressor, a stage 5 exhaust turbine wheel, the Ford turbine housing, stage 5, with the .63 A/R and with that I should be good to go. I think I will give these other guys a call and see what they can do for me.

I think Turbonetics is going to win this bid. Tell you what, my turbo is almost new I would sell that to you if you are interested. The whole run time is about 7K miles. I spent 1100.00 on the unit I think. I spool at 3K and the turbo will produce 25psi of boost. I am running the TO4E .5 A/R housing, but I haven't asked what the compressor wheel is. I am very happy with the way it runs, it just wont get me to where I want to finish up this car. Let me know if that would interest you and what kind of time frame you are looking at.

ok here is what I have decided, I am going with the T66 compressor, the stage V turbine wheel and the Ford (yuck,I hate ford so much) exhaust turbine housing with a .63 A/R that should be a good spool and get me to the 35psi boost I want, with a little head room. I do need to take a look at the fit of this unit as the TO4E compressor is 6 1/2" in diameter and the T66 compressor is 8" in diameter, so I need about 1" more space between the intake manifold and the compressor. I haven't looked at what kind of clearance ther is right now, but the ford turbine housing looks like it postions the turbine a little lower then the stock Garrett housing, so maybe I just may luck out on this one. I am relatively sure I am going to have to space the turbo out another 1/2" at least from the manifold. I just need to take a look at what is really involved and figure out a solution. I am hoping I will keep very near to my 3K spool that I have right now, but we will see.

I was thinking the T66 will do just about what I wanted, the T72 with a little better efficiency (I want to try to keep the intake temp as low as possible out of the turbo so I dont have to make the intercooler work so hard) What are your thoughts on the Ford setup, you dont think it will do the trick for flow? I really dont want to go with the full T4 exhaust turbine housing. No question about the injectors. I am more then likely going to have to use the 72 Lb Rochester injector, why? because that is what Clark is tuning the ECU with. And I am still not sure he can get the ECU to run that kind of power yet either. I am going to need a turbo that will run 35psi to give me a little head room with it. I think the T66 is the winner. Keep in mind I am needing a PR of about 3.3 so those two are right in there for the power I am building. I would really like to get away with the Ford part and not do all the fab work for the T4 but we will see. I need to run larger then the 2.559 exducer on the turbine wheel, and I think the larger 2.7??? unit in the ford will give me the best results for spoolup overall then the T4 will.

I was also considering the T66 compressor as well. Looking at the maps the TO4E compressor will flow about 48 LBS/MIN and the T66 compressor will flow about 70 LBS/MIN and the T76 compressor will flow about 85LBS/MIN all of these flow rates are in the 76% efficency area of the map, and that is what I am looking for, and the TO4E is almost at its top pressure ratio for the speed the turbine is spinning. Keep in mind I am needing about a 3.3 pressure ratio to get me to 600Hp so if the T76 compressor will not work, the T66 compressor will and I do believe it is a smaller unit LOL I have to wait to make a few calls Monday and decide whick will be the best setup. I will say tho, looking at it closer, the T66 is looking better and better.

Hi there, you can see my dyno runs at http://www.angelfire.com/extreme/280zxt click on the dyno page and I have both runs, siz total, shown there. You will see one run where the power dropps off all of the suggen, and that it where the clutch decided to give up. They will show you what the cam is doing. Keep in mind that I was running 20psi of boost and was turning it up trying to get to 25psi. I think I got to 22psi but I am not sure how much higher I could go. I was not taking O2 readings to make sure the mixture was alright, but the car was not pinging. I did speak to Clark about the bigger MAF and that was a consideration. I would also have to modify my intake also to get that monster to fit the car, and Clark was not sure if I would get the desired results. He had to flow test the unit and find out what the scaling would go to.

Hi Ron, hows it been going for you? That is a consideration definetly, but where there is a will there is a way. How do you like the .82 A/R and what exhaust turbine housing are you running, and finally how is spool up. I never hurts to get some good date from someone that is running what you are thinking of running.

I have been toying with the idea of this 600Hp final build and I will need a bigger turbo to do it. So here is whatI think just may do the trick and still give me my cake and eat it also. I will have to run some numbers by a second opinion so I thought I would start here. I am runnig a TO4E right now, but I need to get more of a PR ratio, at an acceptable efficiency, and spool rpm of the compressor, and I need to open up the exhaust turbine a little for better flow. So with that being said, here we go I have looked at the compressor maps and I think the T76 compressor falls right in line with efficency, and flow rates to get me to about 35psi of boost. Keep in mind I am running 20psi now and am nearing a decrease in the efficiency of the compressor. I am also making 450Hp with this setup. The exhaust was a consideration, I dont want to go with a full T4 housing, as I really want to keep it small enough to spool well, but still provide the flow I need to get to 600Hp without winding the engine to 5K to get the boost to come on. So for this challenge I do have a couple ways I can go. First go with the T4 tanged exhaust turbine unit at a .70 A/R and a T4 turbine wheel (big shaft) P trim. or I can go with a Ford (I really hate Ford) T3 exhaust turbine housing with a .82 A/R and a stage 5 T3 turbine wheel. and if I want to get really crazy go with a ball bearing setup for the extra 6 bills or so. I am still undecided on the ball bearing setup at this time, I just dont think it would last long. I use to run moto cycles and they would spin to 10K and that was not to bad, but this turbo will spin 95K rpm or so, and you know that is fast, reeeeealllly fast, so I will think that one over a while. Also I am not convenienced that the ball bearing setup really helps out the spool all that much, it had been said it will improve the spool up to about 600rpm faster, but I have never been able to get any really good data on it. anyway so what do you think of my monster????

I am running a clutch made by superior clutch and it is a killer. The thing holds the power and it is not to hard to push in at all. I will say it is allot more notchier the the centerforce I was running, but it died in 3000 miles and I never ever did a dump it off the line routine at all. This new unit is a four puck type with Kevlar and a semi matallic compound on the pressure plate side. The hub is still sprung as well. I am planning another dyno run this friday, and do a little work on my cam timing and see just what the cam is doing set to 0 degrees. then it's off to the drawing board again for a second grind and I will try that one and I should be just about where I want to be with a final grind. That turb must have a big A/R to make it spool so late, cant say I would like that to much myself.

Hey Cody, you can get around all the extra stuff of shimming and all that crap if you go with an adjustable cam sprocket. HKS sells one for 209.00 expensive I know, but it is fuly adjustable + - 14 degrees and that is the best way to go in any case. I was talking to Tony D and we just may be able to make a similar setup for the sprocket and cut the cost on the unit, but will have to talk to Tony some more.

I just sent you a mail regarding this install and a good person to contact about it.

Go with the T5, I am running it in my car and it has lasted very well and I have abused it some. The key for the tranny is two things, get the engine to stop moving under heavy loads. You can do this with a torque strap, or go solid engine mounts. and two, get the hurst shifter. You will not be able to mess up the shifter with the built in stops, and the syncro will not try to engauge to far, and that is a problem with the stock shifter. The biggest problem I have with my T5 is shifting at 7000 rpm. The tranny does very well up to about 6900 rpm, but when you get to the 7K mark it will not go into second gear. This is true for the newer world class T5 tranny also. I have put a 450 Hp engine to this tranny and it has not broken yet, but I dont do a 6K clutch drop off the line either, and I am not running slicks.

I really dont know what Clark has in mind on the system, except that they need to get arounf the MAF issue some way. The 4 bar is correct, the car will run lean without the higher fuel pressure. You are also correct the 450 Hp rating is at the flywheel, but in my car that translates to 380 Hp at the rear wheel, and since I have stroked the bottom end, the torque is about 428 foot pounds. Now mind you I was still turning up the boost at this point, but the clutch gave out on the car and would not hold anymore power. I am going to dyno the car again next friday now that I have a good clutch to get some data, and I will be able to turn the boost up until it starts running lean, and that will give me the more realistic picture of what the car is doing. Then I start doing various cam work to get the power range to whaer I want it, and then it's off for tuning again, and hope fully the system will be able to give some gains.

Shane, what kind of turbo are you running? The full boost rpm range seems a little high. The engine is running half way to WOT rpm and you are building boost at about the top end of your cam I would guess, I could be wrong on that, but I really haven''t found a setup that will run the Hp and torque into the 6500 rpm ranges. Just out of curiousity, where did they probe the exhaust manifold to get the back pressure readings?

Hi Tim, no I dont have the part number to the Maf any longer, unless it is on my invoice from JWT, but I cant remember. I do kone it is the Cobra MAF and it is the same MAF that is used in the thunderbird super coupe. I did offer to help Clark out on this thing. I have a realitive that works at Ford passenger cars Engineering Dept in Michigan, and I was going to try to get a schematic of the MAF, because I am fairly sure they are limiting the output with a zener diode to clamp it to it's limit, because there is just no reason to scale it any higher for their applications. I also have a cal lab in my area that does flow testing on Jet engines and I could have flow tested the MAF myself at his place to get the exact DC output ofthe scaling, and the scaling curve of the unit, but did not get to much response from him on the matter. The whole thig is that I want to use the system to get the Hp I am wanting to finish the car off with, and that is why I was willing to go to these lengths to help out. anyway

Well they told me to call back Monday, oh well. Regarding the ECU issue. I haven't spoken to Calrk regarding the Infinity ECU and that may be an option. I am running the 300zx ECU now. The offset you mentioned in the ECU for the Ford MAF. What that translates to is this. Normally the ECU is setup with the Ford MAF to meter the air and give the ECU a reading of .6 VDC at idle, about 750rpm. This is the standard configuration for the sport 350-400 package they sell. Now when you start getting into the sport 450-500 package what Clark does is to re scale the ECU to accept a .450 or there about, VDC reading at idle. What this does in effect is enable the ECU to acheive a wider scaling range to meter the air into the engine, and adjust the duty cycle to the injectors accordingly. The second thing they do, and I was never happy with this configuration, but it was done for electronic reasons, is to increase the static fuel pressure to 58.8 psi to increase the fuel flow per injector. This works well, but there are some negative results of the increased pressure, not bad but there all the same. This problem can be easily solved with a larger injector, and they have the 72 Lb injectors. This injector change does require a new fuel map to compensate for the different characteristics of the new injector, but doable. The bottle neck in the system is the FORD MAF, now here is the challenge. Ford specs the part to scale to 5 VDC, but from testing, Clark has learned that it will scale higher then that, so this is a good thing. The maximum reading he has tuned to is 5.59 VDC so any thing after that voltage, there is no metering of the air into the engine. This is the point that I am at with the system. Clark has sent out a MAF to be flow tested to get the maximum voltage out reading of the MAF so that he can continue with the progression of air/fuel metering with the system. The big question is: How high will the MAF scale the air flow and convert that to a VDC reading output for the ECU. This is the information I am waiting on and that will determine if I buy another system for my car or upgrade their system or not. I want to build it to 600Hp and that will be the end of my Hp for my car. I am fairly confident to try to build anything bigger then that will require me to jack up the car and slide another car one in under it. The structure of the car will just not hold that kind of power and torque and not tweek the whole car out of shape in the process. The other major consideration is the tranny, the T5 just will not hold that kind of power and torque and not munch itself. I have been looking into a T56 unit, but have not commited myself to that install yet. The LSD differential will not hold the power and that is why I am trying to go with the QUAIFE unit, but the extent of that install is yet to be determined. I will find out Monday exactly what needs to be done to get that thing up under the car. So thats where I am at with this thing, waiting to see what can be done or not done which ever the case may be.

You are correct regarding the back pressure and the reversion. Thank you for the observation in my terminolegy, that is important. You are right on regarding the A/R of the exhaust turbine housing also, and you are right on with the explination of why a larger A/R housing is utilized in a high horse power application. The trick here is to go high enough with the A/R to still be able to spool the turbo effectively enough so that it doesn't take 5000 rpm's to get a good spool. Here is the plan, and I have been thinking about doing this for some time, but I really dont want to take my turbo apart to install the required fittings, what a pain in the butt that is. I have a 1/2" spacer between the outlet of the exhaust manifold and the turbo inlet. I have enough room to install a 1/8" NPT fitting to hook a pressure gauge to to get a very good idea of the back pressure in the inlet of the turbo. With this data I ccan get a good idea of where I need to stop with the overlap between the intake and exhaust valves opening and closing. VERY important parameter to know whaen it comes to optimizing the cam grind, and NOTE: for this specific application and design, so what I design and grind, will be dependant on how I have my system setup. So with that being noted, here is what I have on the car. I am utilizing a stock Nissan T3 exhaust turbine housing machined out to 2 1/2" to run the T4 turbine. The A/R is .64 so there will be variations of cam grinds depending on the exit size of the housing and the A/R rating of the housing. The last consideration is the outlet of the turbo into the exhaust system, and the is also another point to take back pressure readings as this will determine how well the turbo will spool also. This is why in a turbo application bigger is better, within reason, you want the system back pressure in the inlet of the turbo side, not that that is all that good, again within reason, and free flowing into the rest ofthe system. When you make a exhaust system that will flow everything you can push into it, you have the thing half licked and you can focus on the inletside of the turbo. But that is the plan, man I am getting so tired of getting under this car LOL, but like they always say, if you want to play, you got to pay, and pay, and pay LOL with that being said, I have a call to make to UK regarding a QUAIFE differential.

That is not a bad cam grind, the thing with it is that you will be limited on the Hp and torque to the lower rpm ranges, somewhere in the 4500-5500 range. Generally, the longer the duration of a cam the higher your hp band will be, to a point, and depending on your setup. A very good street cam is to go with the higher lift and that will give you the rappy engine for the street. The turbo grind, now here is a different animal. The trick is to get the lobe centers advanced enough to get the Torque and Hp into the 6500 range, but still have a smooth running engine. You really want to watch the overlap as this tends to screw up a turbo engine in the way of power developed by the turbo. To much and the turbo fills the cylinder in the intake side and it dumps right out the exhaust side, not good for performance. Ultimately I think this cam is going to run the best split, but I need to get some grinds designed and dyno them to get a better idea of where I am at. The first change is going to be to set the cam I have now back to 0 degrees. I am running 4 degrees retarded right now, and I did that without doing any dyno runs, but just the seat of the pants runs. So to make a deterimination based on what I have done is not the way to approach the matter. I am planning a run here next week with the cam set to 0 now that I have a clutch that wont die in the middle of the run. I am fairly certin the power band will be higher in the rpm ranges, I am guessing about 500rpm, but the dyno will tell all. My goal is to get a broad power band with the aid of the turbo from ranges of 3000-6500/6800 and call it even. With that cam I am quite sure getting 600hp will be very attainable and that will be where I will stop designing power for the car. Whether I can get the JWT fuel management to handle that power rating is the big question. I have been trying to get info from Clark for about two months on the status of the MAF that is the limiting factor for this setup. The last challenge is that I will have to tune for every change I do to the cam timing and grind, so if I cant get any more out of the system it's time to go and I will get an SDS system or halltek system. I really do need the ability to change fuel parameters when I need them and not when I can get them, But if Clark can get the system to run 600Hp then I will do all of me cam stuff and have the system tuned one last time and that will be the end of it. Oh where are carbs when you need them LOL. One of you mentioned I should start selling cams, well that is very possible at this point. I have a grinder, and I can get the billets easily, so the rest is just R&D time for me, and I just may have a way to market them and make a little bit of money in the process. I do know one thing, they sure wont cost 600.00 a billet.