408 compression ratio
11-05-2006, 02:03 PM
#31
Originally Posted by Stoichiometric
I am a little scared now, when the g80 let go what else did it take with it?
https://www.performancetrucks.net/fo...d.php?t=327720
11-05-2006, 02:35 PM
#32
Originally Posted by TurboBerserker
They aren't smaller. They are 4.03 or 4.04 as I recall.
Either way with high boost every little bit counts IMO. I think your experience is like evreyone elses with pretty much anything, some get away with a shift kit 60e behind 500rwhp others(like me) kill a fully built one with 320rwhp.
11-05-2006, 02:40 PM
#33
Originally Posted by Stoichiometric
That is some good advise. I have a lot to consider right now. Gas milage is not important to me, driveability means a little. I can put up with some stuff but I don't want to drive a race vehicle around on the street. I want to run large(er) turbos that can take advantage of my heads/intake, but I also want to make them as responsive as possible(of course I want to have everything 
) by using the merge collectors . I care most about transient response when the truck is already rolling. I have 4.10 gears and was going to try to run the stock converter. I am not opposed to changing things down the road to optimize the set-up, I want to get going with the least modifications so I can choose them later on.
) by using the merge collectors . I care most about transient response when the truck is already rolling. I have 4.10 gears and was going to try to run the stock converter. I am not opposed to changing things down the road to optimize the set-up, I want to get going with the least modifications so I can choose them later on.I made a decision to keep a smaller cam, and use boost to make power. That way I still get pretty decent daily driver manners, and lots of up until the cam runs out. I don't care about that though, I don't often hit 6+k rpms anyway (and my cam is good to the 6600s anyway). Just make sure you get a high lsa turbo cam, and that will actually help street manners. Oh, and when I was running 60 high z injectors I got around 9mpg (very much city driving though), that went up a bit with low-z 75s but one blip of the throttle killed any gains in mpg
With the 95s I expect to become fast friends with the gas station owners...
11-05-2006, 02:42 PM
#34
Originally Posted by 1slow01Z71
I thought the stocker 6L MLS gaskets were like 4.005 or something, my calipers got bent otherwise I would go measure them real quick.
11-05-2006, 09:25 PM
#37
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I will give FLT a call and ask about that converter. I am resistant to running a higher stall because I already have 4.10 gears and relativly small tires. Will the truck still act kinda stock in low speed around town driving with the PI converter?
17-18mpg is better than I can get in my almost stock NA daily driver w/ 24lb injectors. LOL. It is a 3/4ton and has no tune though.
17-18mpg is better than I can get in my almost stock NA daily driver w/ 24lb injectors. LOL. It is a 3/4ton and has no tune though.
11-06-2006, 08:33 AM
#38
Originally Posted by Stoichiometric
I will give FLT a call and ask about that converter. I am resistant to running a higher stall because I already have 4.10 gears and relativly small tires. Will the truck still act kinda stock in low speed around town driving with the PI converter?
17-18mpg is better than I can get in my almost stock NA daily driver w/ 24lb injectors. LOL. It is a 3/4ton and has no tune though.
17-18mpg is better than I can get in my almost stock NA daily driver w/ 24lb injectors. LOL. It is a 3/4ton and has no tune though.
The cool thing about the turbo stator is that your stall speed can be relatively low -- mine is 3k -- but you still get the benefits of a higher stall in terms of spooling.
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