I was told that i cant go below a 3.33 pulley because i will be over spinning the blower. 2014 mustang gt auto Paxton. I dont see how yall get 1,000 rwhp out of it
Kam Fam I'm putting down 671 to the tire on 6lbs w/ procharger and full exhaust lots of tuning and fuel, it is more than reasonable for that power level with 20 plus lbs can't wait to get to a thousand myself need a bottom end and walla.
almost believe? let's assume the car has 370 rwhp stock that would be my best guess. 20.5 psi / 14.7 = 1.395... 1.395 x 2 (to double the HP with every 14.7 PSI) = 2.79... 2.79 x 370 = 1032 rwhp. exactly what the dyno sheet shows. so why "almost believe"?
kingcrimson234 so are you saying this runs at 20.5psi to make 1032whp? if 370whp is made on 14.7Psi, then that is 25.7whp per lb of air pressure. so running 20.5 over atmosphere puts it at 25.7hp/psi x 35.2psi (14.7+20.5) = 904whp....
Yeah not really. Aside from the fact that you'd have to have ALOT of patience to keep your foot out of this car, i'd say gearing would have more of an effect on fuel eco than this supercharger/fuel system upgrade would. My 2012 GT MT82 was capable of averaging almost 27 mpg at 70 mph with 3.31's. My 2013 GT with 3.73's struggles for 25 mpg at 65-70 mph, and these numbers are bone-stock, no engine mods whatsoever, not even an aftermarket air filter (yet)
+Jonathan Ortiz With a Centrifugal you can stay out of boost (if you have the self control to stay out of it) which would ultimately drive like a stock car
More than likely it is a blow-through setup, with the MAF after the blower. Since the head unit is clocked downward, it is hard to tell where the MAF is located. I am willing to bet it is on the discharge pipe somewhere though. Also, with a blow through setup, literally the only thing before the blower is the air filter, and any piping or joints used to connect the filter to the blower. In this case he is running filterless.
Why do these engines remove the PCV plumbing? I've heard it can make the engine detonate but that's bullcrap. lol. Just leave it on, engine doesn't look more pro with those little filters on it.
It changes the load weight of the vehicle on the engine at different shift points. You should reset the trans shift point when changing tire and rim diameter to get the most out of a vehicle. On a stick you may have to change the rear end.
Yes, and that was my point in my other comments. Changing the tire diameter does have an effect on rpm, because if you go to a smaller diameter tire it spins faster to rotate at the same velocity (mph). The other person "not of sound mind" could not understand that the axle is a diameter and the tire a pulley at the end of it. You seem to be on the right path and can see logically. Learning from those that have done, when you have not is the most important part. No body know everything.
I'm sorry, the first statement following the colon should have been: Assuming a constant RPM, the wheel size would change the speed the vehicle is traveling at said RPM. We're saying the same thing, just from different perspectives. You are correct.
Just think about what you just said. If you change the circumference, ie = distance covered by the object, you are in fact changing the revolutions needed to cover the same amount of distance as the previous circumference did. Remember, you are not changing the mph, you are changing the rpm needed to maintain that mph. Another thing to look at is a pulley setup, when changing a pulley diameter to a smaller one you change the revolution speed.
I don't mean to expand this argument further, I just wanted to clear this minor detail up: Diameter of the tire will not affect the RPM. But the diameter changes the circumference, resulting in different distances covered by a single revolution. larger tire = further distance per revolution, and a higher top speed, and it goes the other way, too. As stated, not arguing, just informing
what the hell happened to the Torque!? lol sweet build though ive never liked those paxtons.. plus the sound reminds me of those water jet drills the dentist use. lol
@@rotaryturbo88 Lol that’s definitely common knowledge, but it’s still a forced induction V8… this things got the torque to HP ratio of a rotary or Honda Vtech lol
They use a 1:1 trans ratio in order to get the most accurate depiction of the engines output throughout the power band. Once again, you are trying to take the conversation way off base. 1:1 has nothing to do with the axle gearing. It has to do with the transmission output turning the same speed as the engine in order to (see first sentence). You bypass first gear by shifting out of it, duh! How about this, try calling a dyno shop and asking them what they mean when they say 1:1 and why.
NO, wrong! A 1:1 ratio is only used when referring to the transmission in the realm of chassis dynometers. NOT, the final drive ratio or total drive ratio as you are trying to claim we do. Which is false, the only people that claim that in this context are you and those that don't know.
Here you go again, trying to state claims that were never made. You really are not looking at this logically and you are looking very ignorant, because you keep going on instead of manning up and admitting it. Shame on you, hopefully you grow up. Go online to racing forums and ask the racers if changing the tire diameter has an effect on engine rpm. I know, because I've raced, my dad raced and my friends race. You're just a kid behind a keyboard looking up answers on google or wikipedia.
You still don't get it! A transmission does have a 1:1 ratio, forget about the axle, because it is not a transmission. I have never met anyone, BUT YOU, that has even used the 1:1 ratio term as the final drive ratio. It truly shows your inexperience and ignorance of the subject.
do the math, if you think almost all manual transmitions have a 1:1, input to output then a regular street tire with a circumference of 6 feet, with an engine running at 7000rpms, thus tires rotating at 7000rpms would equal 42000feet per minute, resulting in 477mph... MY piont was NO fucking car has a true 1:1 from crank tp tire... its always way less than that.... thus not only pointing out that you dont have a 1:1 nor does a dyno give a shit what your ratios are..
I never said tire SPEED, i said RPM! a 1:1 ratio means the crank is spinning at the same rpm as the tire, and no fucking car on this planet has that kind of ratio... they may have it in 4th or 5th gear, but you are using 2 ratios at all times.... 4th could be 1:1 and final could be 4:1 resulting in a 4:1 ratio.... no car has a 1:1 from crank to tire... I also agree that dyno's dont care about gears etc... but you keep arguing against what you are stating here... make up your mind
Look kid, quit your making yourself look stupid. No one talks about putting the tires in a 1:1 ratio for dyno testing. LOL If your on a video for dyno's and some one says they have the trans in fourth because that is 1:1. They are speaking in terms of the engine turning the same speed as the driveshaft. NOT TIRE SPEED You obviously do not know how a dyno works! It doesn't care what tires, gear or final drive ratio you have. A dynometer is a dynometer and it only works one way.
Boy you are not to bright are you? I've said twice already, I DID NOT SAY IT EFFECTS THE GEAR RATIO! Now that makes it three times. Changing the "output shaft size", as you put it, is changing a ratio. Do you not understand math, because in math they have ratio's and they teach you what a "ratio" is. Have you not made it to high school yet?
Yes it does. Clearly you haven't seen the effects of this on a vehicle with 44's. When you go to a larger diameter tire the engine rpms decrease, yet you are at the same speed you were at with a smaller diameter tire and more engine rpm. You can yell all you want with your cap lock on. It won't change the fact that you are wrong.
changing the tire size does not change the relationship of rpm to the tire vs the crank. you can take the fucking tire off and have the HUG rotate at the same fucking rpm as it did with the tire on, resulting in guess what... NO CHANGE IN GEAR RATIO!!!!!!!
do u not understand that you have two fuckign ratios that you use in your car, final AND the gear you are in. some cars do have 1:1 gear ratios setup in 4th or 5th gear, but you are always also using the final ratio which means NO CAR has a crank to tire rpm of 1:1 its simply not useable.... if you dont understand that transmittions use 2 ratios then please , for the love of GOD stop responding!!!!
a tire for the tenth fucking time does not change any gear ratio. what you are doing is changing the output shaft SIZE not the ratio! second, the final drive ratio is enclosed. so unless you change the gear ratio in the final drive you are not changing the ratio. 2: if you have a car with a 2:1 first gear and a .5:1 final, that means the crank will be spinning at the same rate as the tire, hence 2 x .5= 1. it will have a 1:1 ratio.... thus if I have a true 1:1 ratio, then tire rpm =crank rpm
WTF are you talking about? Almost all manual transmissions have a gear that turns both the input and output shafts at the same speed. I didn't say tire size effects the gear ratio, but it does effect the vehicles final drive ratio. Why do you think they calibrate speedometers to the tire size and gearing. It's called FINAL DRIVE RATIO!. Change tires and your speedo is no longer accurate. You stated at 1:1 trans ratio and an engine rpm of 6000 the tires will be turning 6000rpm. WRONG.
you completely agreed with my point of view, then stated I am wrong ..... 1. no car has an actual 1:1 input to output ratio, 2. tire size doesnt affect gear ratio's. i commented to the FIRST guy cause he didnt know that output tq is many times MORE than what the crank produces. thus making lugnut tq compared to a motor completely moronic. so please inform me how you think I am wrong when you did nothing to prove you are valid in calling me wrong.
Well then that explains it all. When someone it speaking about their transmission being in a 1:1 ratio they are speaking in terms of input shaft and output shaft. ABSOLUTELY has nothing to do with the tires. Yes, tire size effects the MPH and RPM. To top that off your tire speed will be slower than you engine speed because of the diameter difference. I won't even go into the inflation of steel belted vs. bias-ply tires. You are wrong in the statement I previously replied to and this one.
