Amen to that!!

I wouldn't have believed you EXCEPT for your comment was in all CAPS! Then I knew it had to be true.

@@benburnett8109 don't make him CAPS you

@@troymatthews668 Well, I was searching for the TRUTH on the internet and I found it. GO HARDCORE ALL CAPS OR GO HOME!!

​@@benburnett8109 ALL CAPS IS THE OPPOSITE OF CAP

Yep, I remember them running the Mustang on the old Pass Time TV show.

I remember back in the 90's they'd bring the mustang to Brained motorsports park for the 10.5 race once a month.

Hell I remember him before that when he worked at the Texaco on Roswell Rd . And him and bill use to mess with this junk trans am . Like a 77 or 78 4 speed car.

​@347mav3 right at the time outlaw 10.5 started out in its infancy. They had the saleen shredder car that ran 590s on the bumper. Then the other mustang. Nobody could beat them guys

I lived at that track every weekend. I actually have a house about 3 miles from the actual track. Or you can just cross the creek at the end of the track and walk to my house

Same, I was told the Malibu was sold and went to the land down under.

Not that I have ANY first hand experience, but everyone says the costs are pretty similar until you talk maintainence. I understand the proline hemi to have a much more involved maintenance program required.

The stuff isn’t that expensive it’s the instsll and wiring and tuning to that level from the start

@@geraldgoodiii6993 ofcourse. The dyno,Steve's time,crew's time,etc...ur payn for the package. So,$15K???

I would say $15-20k for the equipment, the install and teaching how to tune. Which is a drop in the bucket when you compare to what it can do and the cost of the engine, trans, suspension, that it’s controlling.

@@precisiondiesel225 awe no doubt. Petty useda tune our Outlaw 10.5-W car when ORSCA was still around. Been around drag racing forever. Like i say,was just curious about the whole FT upgrade/dyno price...but whats tha use in haven a $200K car if its not competitive

The wheel speed isn't hard to control for the most part. The boost level is what everyone is trying to control, but the mechanical wastegate has to start opening so early that a ton of energy gets released. But if turbine wheel speed is your main worry, two things offset that worry 1. There is a ton of excess capability to any quality turbo (non-Chinese) so spinning it at 88k RPM or 115k RPM is fine either way. But most importantly 2. The load on the compressor wheel doesn't go away when the excess boost is leaked off, like this system does. Paradoxically, if you were to lose your charge pipe during a run, the compressor doesn't freewheel and overspin, it actually slows down. On belt driven turbos like a Vortec, ProCharger etc the nose of the crankshaft will bend when that charge pipe comes off because of the _extra_ load that the compressor is feeling. In a turbo car, the charge pipe coming loose causes so much extra load that the compressor wheel will sometimes stop and often break because it's spinning at 90k RPM for example and suddenly it's trying to stop. What they are doing on this car is using old technology from a time when turbo cars didn't run wastegates, and just using the FuelTech and blowoff valves to control boost precisely. The FuelTech is using the timing and fuel maps to control the boost ramps. For example if you want to build boost quickly, you'd give the engine a ton of extra fuel and retard the timing so that part of the fuel is burned _after_ it leaves the combustion chamber. Some of these things run counter to what you would normally do on a normally aspirated engine where running rich and low timing would kill power. Hope this helps brother.

Good explanation! He is leaving with almost 50lb boost and benefiting from the downforce to keep the front end down, most turbo cars leave with less boost because they can't control the launch, more boost more downforce wow!

2,650 lbs

Usa a legenda automática. Acho que a prioridade é o mercado americano

Let's hope for NPK 6 with a Ryan Martin 4Peat.👍 He's the Best

​@@glvera749you serious? You don't wanna see some him actually have to compete against other guys rather then him flipping through his notes and inputting the numbers/parameters almost guaranteed to go down? I think Ryan was smart initially in NPK with the engine, chassis design, and to his credit the hard work he puts in. But with kye leaving nitrous and pat Musi, I think going screw blower, swanstrom in his Lexus, Murder Nova low key replicating Ryan Martin's Camaro just in a Nova shell. Daddy Dave with his new Audi n whatever engine combo I think Ryan will find himself more and more on the loosing end of field this year

@@haydenroyer of course I'm serious!!!

@@haydenroyerfunny you say that….

Yeah, hub dyno HP is not wheel HP.

The dyno calculates the torque either way. With a hub Dyno it doesn't need to adjust for tire slippage or tire growth. A wheel Dyno has to rely on the person inputting the correct tire size and can't account for tire growth during a run. A hub Dyno is much much more precise and it's calculating the TQ at the hub, so having a wheel and tire bolted on is just adding a layer of less precision.

@@RonniePTexan except every hub dyno I have seen reads way high, and it is not a real representation of what can truly be put to the road. After all we don't race flywheel or hub hp, we race whp, because the only figure that matters is where the rubber meets the road. Measuring at the hub is like dynoing with the air filter off, then putting it back on to drive down the road. The only figure that matters is what it produces on the street / strip as it runs. Anything else is purely for the ego.

@@DodgyBrothersEngineering The hub Dyno they use is the most accurate. It's reading a high number because that combination makes a high number. That combination wouldn't even be testable on a wheel Dyno, the tires would slip. The reason you think a hub Dyno reads high is because all of the high HP combinations use hub Dynos and only hub Dynos. A 500-1,000 HP street car can use a wheel Dyno, but for serious 2,000+ HP combinations, a hub Dyno is the only way to go. It's not that they are reading high, it's that the high HP combinations are only using hub Dynos.

@@DodgyBrothersEngineering I think you see them using a dyno for ego. They literally do not care what the dyno number is. That is just used to tune. Every racer that uses that FT dyno could care less if it makes 3,000 or 5,000 HP on the dyno. They just need the car tuned so it starts, idles, can drive, then they need it to make power predicably. They need baseline tunes so they know what the engine will do at 20psi, 30psi, and 40psi in this case. From there all of the real tuning happens at the track. They won't tune the car for dyno numbers. That's silly. If you tune for dyno numbers, the car slows down at the track. It's just not how it works. That car could easily make another 300-500 HP if they just wanted a dyno number. That's just not how racers do it. You might be thinking of some yo-yo on KZfaq trying to Dyno a car for Max dyno numbers, but no real racer ever does that. All that does is break parts and still runs slower if/when it makes it to the track.