MD321T to MD321V
#2
Scooby Regular
iTrader: (7)
We are run MDX321T at 490bhp,with better heads we are still think T should make 500bhp on 20% methanol without the problem
MDX321V should be good upgrade,just depends for how much power you are looking.
If you have older non billet T,I would speak to Mark@Lateral Performance or Turbo Dynamics about the upgrading to the Billet,is really worth
Jura
MDX321V should be good upgrade,just depends for how much power you are looking.
If you have older non billet T,I would speak to Mark@Lateral Performance or Turbo Dynamics about the upgrading to the Billet,is really worth
Jura
#5
Scooby Regular
Long time ago now, but I have fitted a V in exchange for a T.
Overlay below.
Overlay below.
#6
Scooby Regular
The V then went on to produce this on a 2.1 built by us rather than the 2.5 built by an other.
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#8
Scooby Regular
Pre Billet wheel, as I said, it was a while ago
It felt exactly like what you see on the graph to be fair, bit less at the bottom, but more at the top, it's what happens when you fit a larger turbo.
As it happens, we're swapping a Billet T for a Billet V at the moment on a 2.5 equipped car. Just waiting on it's gearbox rebuild and we can get cracking.
It felt exactly like what you see on the graph to be fair, bit less at the bottom, but more at the top, it's what happens when you fit a larger turbo.
As it happens, we're swapping a Billet T for a Billet V at the moment on a 2.5 equipped car. Just waiting on it's gearbox rebuild and we can get cracking.
#12
Scooby Regular
According to the graph the T gives more power than the V in most of the rev range.It has about 20bhp more in the midrange and it only looses to the V in the top end.You have to drive the car harder to get the gains from the V.I suspect the T is faster than the V in most of the tasks.I bet even in the quarter mile the T is only a little bit slower than the V though i dont have that much hands on experience as much as Martyn.How does a rotated Sc gt30 billet compares with these on the same or similar spec engine Martyn?Thanks
Last edited by Impreza sti jdm; 01 November 2012 at 10:25 AM.
#13
Scooby Regular
Is that graph not slightly "hooky" Martyn? I understand if the power drops off like that on a DD RR, it's normally down to the car lifting out of the dyno and the rollers trying to catch-up. Obviously this effects the peak figures if that's the case as they normally get inflated under that scenario.
#14
Scooby Regular
According to the graph the T gives more power than the V in most of the rev range.It has about 20bhp more in the midrange and it only looses to the V in the top end.You have to drive the car harder to get the gains from the V.I suspect the T is faster than the V in most of the tasks.I bet even in the quarter mile the T is only a little bit slower than the V though i dont have that much hands on experience as much as Martyn.How does a rotated Sc gt30 billet compares with these on the same or similar spec engine Martyn?Thanks
#15
Pre Billet wheel, as I said, it was a while ago
It felt exactly like what you see on the graph to be fair, bit less at the bottom, but more at the top, it's what happens when you fit a larger turbo.
As it happens, we're swapping a Billet T for a Billet V at the moment on a 2.5 equipped car. Just waiting on it's gearbox rebuild and we can get cracking.
It felt exactly like what you see on the graph to be fair, bit less at the bottom, but more at the top, it's what happens when you fit a larger turbo.
As it happens, we're swapping a Billet T for a Billet V at the moment on a 2.5 equipped car. Just waiting on it's gearbox rebuild and we can get cracking.
#16
Scooby Regular
It's a forged motor, but as for the block itself it is a stock one.
It was a new block when it was built last year after the owners previous motor threw a rod.
We have ran stock block motors to 580bhp in the past and have plenty running around the 500bhp mark without issue.
It was a new block when it was built last year after the owners previous motor threw a rod.
We have ran stock block motors to 580bhp in the past and have plenty running around the 500bhp mark without issue.
#17
Scooby Regular
Is that graph not slightly "hooky" Martyn? I understand if the power drops off like that on a DD RR, it's normally down to the car lifting out of the dyno and the rollers trying to catch-up. Obviously this effects the peak figures if that's the case as they normally get inflated under that scenario.
The drop off was consistent with the drop in boost at the top end, not slipage !
The car ran a 10.82 1/4 mile, so you tell me, is it 500bhp or not ?
#19
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Join Date: Nov 2006
Location: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
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#20
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Alan - don't take things so seriously and out of context!! I can see from Martyn's response it was a goood humoured (even if tongue in cheek).... perhaps it's your old age!
My inital comment was asking a question, not making a statement. My 2nd statement was tongue in cheek - you miserable old fart!
My inital comment was asking a question, not making a statement. My 2nd statement was tongue in cheek - you miserable old fart!
#25
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Join Date: Nov 2006
Location: Enginetuner.co.uk Plymouth Dyno Dynamics RR Engine machining and building EcuTek SimTek mapping
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