Cool and nice custom intake but who designed it with the GT500 backwards?Finally have my 2011 GT500 dyno tune this Thursday morning. Should have been done last year but my McLeod RXT 1000 clutch slip so have to install a new clutch this year. Mods are listed below:
- 100% stock 2011 GT500 long block with stock camshaft.
- KB 3.6 LC with custom designed and 3D printed inlet manifold.
- KB dual 75mm throttle body with machine ported inlet for improving air flow.
- Custom designed and 3D printed 136mm CAI. Still hasn't try my custom design 148mm CAI (AKA 148 mm Gatling Gun)
- KB Bigun intercooler with modified 1" inlet and outlet water tubes / manifold by J2Fab. Custom designed and 3D printed aluminum inlet & outlet I/C water tubes
- Custom machined lower intake manifold for Bigun intercooler and remove rear block off section.
- Old style (the Original) VMP dual pass HE with modified 1" inlet and outlet - not the later VMP triple pass design.
- American Racing 1-7/8" LT header with off road H pipe and Corsa sport muffler.
- ID 1000cc injector with VMP pump booster.
- X-clutch Triple disc clutch and flywheel assembly (15 lbs. lighter than stock clutch flywheel assembly) - Thanks James for letting me use your place to install this new clutch. I had the McLeod RXT Twin Disc before, but it slips pretty bad.
- 13/14 carbon Fiber driveshaft - I think the stock CF driveshaft is toasted after this dyno tune session as I can feel the vibration at highway speed while heading home.
- 93 octane pump gas with Boostane - Boost starts at 17psi @ 3000 RPM and reach 20psi @ 5500 RPM. Then peak @ 22psi at the end of the pull at 6600 RPM.
- 19 to 20 degree timing - I can put 1-2 more degree to squeeze out more.
Final dyno results:
* 840 RWHP SAE corrected
* 700 RWTQ SAE corrected
Torque seems kind of little low when compare to the newer 2650 TVS S/C. My pervious VMP Gen II 2.3 TVS (NOT the Gen II-R) made the same 700 RWHP / 700 RWTQ.
The KB Bigun I/C with the 1" I/C mod by J2Fab couple with my custom 3D printed 1" I/C water tubes works very well. The temperature different between IAT vs. IAT-2 is only 11 *F at the end of the pull @ 6600 RPM.
The fuel pressure stays strong and steady during the pulls.
If this is a 13/14 GT500 the final result would be at least 870 RWHP due to 0.4 more displacement, 9 to 1 higher compression ratio (07 to 12 has 8.4 to 1 compression ratio), and 1mm more lift camshaft from the Ford GT.
Maybe next winter (not this coming one) install a set of L&M NSR camshaft.
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