The FIC is an excellent piece, and there is no BB needed at all with respect to tuning. The E-manage series DO NOT control anything with an oxygen sensor. So, the FIC, pound for pound is a great deal.

http://aempower.com/ViewNews.aspx?NewsID=102

 

i'm only at 6 right now, but will be running 9 soon. I would not say more then 11, but it depends on the kit as well. I think 350-400whp is max for the stock tc motor.

I think aen got his slim fans online somewhere, but don't remember where.

 

check out summitracing.com i think i saw some

 

i have fic and i love it,

 

i might up my DD boost to 9 when i get the pressure sensor.

 

I feel 325 to 350whp is the brink of the stock motor.

 

and Paul has probably seen a few pop too!

 

wouldn't that all depend on the tune paul??? I mean if someone is making 320+ at 8psi would essentially be safer then someone running the same hp at lets say 12psi? I know turbo size also has an effect but could you maybe clarify a bit more?? I figured that maybe there is a psi limit, not a whp limit, but I am sure whp will be around the same breaking point on each motor no matter the tune

 

it not so much about the horse power. its about cylinder pressure. you could make 300 whp at 8 psi more safely than you could make 300 hp at 12 psi.. it depends on the design and the over all flow of the kit.

 

Sort of.............

Its the heat created by the cylinder pressure thats the issue.....


PSI is irrelavant..in the 300 at 8psi vs 300 at 12psi comparison. As in this case you are mostly talking about a smaller turbo making the 300 at 12 psi and a larger turbo making 300 at 8psi....the motor is almost guaranteed to be seeing the same amount of air.

There are ways to keep the temps down...

Keep timing out of it and the temp stays down.

Adding timing is an easy way to gain power.....especially for tuners who feel they are under pressure from the customer to make x amount of power.

I dont recommend going over 350whp, even though I have crossed the 365 and 390whp mark on stock motors. I had control over both setups, and if something were to break its not that big of deal. 99% of my customers aren't in the same position.

Regards-

Todd

 

well there you have it! i was in the ballpark! haha

 

ah yes, makes perfect sense now... okay one more question for ya paul, aem states a good rule of thumb is that for every 1psi of boost, to pull 1 degree of timing. Does this follow along the lines of how you tune/would tune a tc? Would you monitor EGT's and maybe advance timing a bit after that or what? thanks!

 

i should just bag the emanage and FIC and go AEM EMS mwuhahahaha!!! (now THAT would be insane).

plus if i did that i'd want to build the engine too, to take advantage of the tuning flexibility... so maybe in another couple years

 

100% correct

 

Correct. The higher intense pressure and heat creates an easy failure atmosphere for any metal that is not prepared.

The downside to running mild timing is the loss of power. However, with most cases the tuner needs to find a happy middle ground where he feels safe leaving the car as is, making not 100% power, and the customer feels he is making enough power. A tuner will only push it as far as you let him. The motor will make PEAK power right before it burns down each and every time.

 

sweet paul gave me props!!! hahaha well sort of!

 

You go, Java!

My listed numbers would depend on the dyno as well. Dynojets rate higher then mustang dynos, so 375 on a dynojet might be ok, but 375 on a mustang dyno is pushing it.

Hey Jax...how are you liking the feel of the Stage 3 Comp Clutch? I'm debating between the 3 or the 4.

 

i was jsut asking you this on your thread. dezod is selling them with free shipping!! well 55 for me but thats cheap! haha

 

phil... the stage 3 is AWESOME. absolutely NO chatter or roughness. just nice, quick engagement that's still smooth. to be honest, i shift much better with this clutch. believe it or not, it's easier to get rolling from a stop because you know exactly where the clutch engages. for me, it's much easier overall in terms of drivability (and that's saying a lot because the tC is my first and only manual car, so i'm no pro yet); it's got some stiffness, but nothing a man can't handle

i couldn't be happier with my decision.

 

NICE! Now have you tried doing hard launches off the line? How does it grip from like a 4500rpm drop? Or is you car not tuned well enough to try that?