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hows the bottom end power? from stuff i've been reading, they're a little lacking in low end torque. the one thing that would stop me from considering a centri is that; i need power all over. how bad is it? can someone enlighten me as to how the torque curve is with a centri?
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2005 Mustang GT
JLT2 CAI, Brenspeed 93 tune, Boomtube Axlebacks, Lowering Springs, Lakewood Panhard bar/brace.......296 RWHP/315 RWTQ
12.883@106.56
Boomtube Crew Member The Official S197 GT Exhaust Sound Thread
You're right about the bottom end. I have a centri. There is no significant boost until about 3800 rpms and that's exactly why I chose it. It's my daily driver and don't want to race from light to light. I wanted the GT to retain its normal city driving characteristics. I also get great gas mileage. At the track, it's a mute point, since launch rpms exceed the threshold for major boost. The 4.11 gears also help the rpms climb.
You have to watch though with a centri like the Procharger. Although it's rated at 10 lbs, over 6000 rpm it will just keep making more and more boost. During dynotuning it showed 14 lbs at 6400 rpm. If you don't have enough juice to match the boost, you can run lean.
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06GT 76mm turbo, 302 stroker
2008 race season
4r70w(sold), triple fuel pumps(sold), 4:10 gears, spool
10.0@136 mph, 1/4
rwhp: not a clue, only number interested in is ET
2009 race season
built motor rebuilt (after boooom), custom intake manifold, III heads III spr cams,
powerglide transmission done, 3:50 gears, fuel cell build started
rwhp: enough to go low 9s
You're right about the bottom end. I have a centri. There is no significant boost until about 3800 rpms and that's exactly why I chose it. It's my daily driver and don't want to race from light to light. I wanted the GT to retain its normal city driving characteristics. I also get great gas mileage. At the track, it's a mute point, since launch rpms exceed the threshold for major boost. The 4.11 gears also help the rpms climb.
You have to watch though with a centri like the Procharger. Although it's rated at 10 lbs, over 6000 rpm it will just keep making more and more boost. During dynotuning it showed 14 lbs at 6400 rpm. If you don't have enough juice to match the boost, you can run lean.
a saleen twin screw is great in a daily drive as well..it will not race from light to light, unless you want it to.
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SOLD S197 GT350 TRIBUTE.
2008 SHELBY GT500 built 4/21/2008 #6097 / 6513 COUPES: #807 / 869 in VISTA BLUE
VISTA BLUE WITH WHITE STRIPES
SHAKER 1000 WITH SIRIUS SAT
HID LIGHTS
GT500 SIGNED DASH PLAQUE AND SILLS
FRPP CAI FRPP BORLA STINGERS
2.6 pulley and 90mm idler
custom tuned by VMP tuning 544rwhp/547 torque NOT AS FAST AS SOME, BUT NOT AS SLOW AS SOME THINK!!
You're right about the bottom end. I have a centri. There is no significant boost until about 3800 rpms and that's exactly why I chose it. It's my daily driver and don't want to race from light to light. I wanted the GT to retain its normal city driving characteristics. I also get great gas mileage. At the track, it's a mute point, since launch rpms exceed the threshold for major boost. The 4.11 gears also help the rpms climb.
You have to watch though with a centri like the Procharger. Although it's rated at 10 lbs, over 6000 rpm it will just keep making more and more boost. During dynotuning it showed 14 lbs at 6400 rpm. If you don't have enough juice to match the boost, you can run lean.
How is the pull on the bottom end? Is it like a turbo car where its nothing nothing then boom crazy acceleration? Or is it more gradual?
It's sort of like that, just around 3600-4000, it's like a big kick, although 3-5 lbs of boost is made at lower rpms. A mate of mine has a KB, also a twin-screw, if you want instant boost that seems to be the way to go. It's a trade off....seems like you can't have it both ways. As mentioned above, any of them would make a good daily. After 6000 miles, you get to be one with the s/c and know how to get the most out of it...must be the same with any model.
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06GT 76mm turbo, 302 stroker
2008 race season
4r70w(sold), triple fuel pumps(sold), 4:10 gears, spool
10.0@136 mph, 1/4
rwhp: not a clue, only number interested in is ET
2009 race season
built motor rebuilt (after boooom), custom intake manifold, III heads III spr cams,
powerglide transmission done, 3:50 gears, fuel cell build started
rwhp: enough to go low 9s
Absolutely. You get beyond a certain rwhp and you're spinning your wheels for street use.
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06GT 76mm turbo, 302 stroker
2008 race season
4r70w(sold), triple fuel pumps(sold), 4:10 gears, spool
10.0@136 mph, 1/4
rwhp: not a clue, only number interested in is ET
2009 race season
built motor rebuilt (after boooom), custom intake manifold, III heads III spr cams,
powerglide transmission done, 3:50 gears, fuel cell build started
rwhp: enough to go low 9s
That's the $64,000 question. It was running high 11s before the Currie, 4.11 gears, spec clutch, short shift etc etc etc went in. Then as we creeped up with the rpms, we started to have fuel problems (running lean). The boost level above 10 was exceeding the 39 lb injectors and pump that came with the s/c unit...so we went to larger injectors 60 lbs and the GT500 dual pump sys. Then car just wasn't running well...seemed to die in 3rd gear. Right nowit seems strong. We've gone down a tad with the rwhp 458 (mustang dyno) to keep things up frontin one piece. We did a simulated 1/4 on the mustang dyno of 11.37 and had to go to 5th gear to finish the run (wrong rear tires)two saturdays ago. Had a crowd of people watching. Many saidthe sprint runwas accurate within a tenth or two of what they did at the track. I'm not so sure.So with the right diameter slicks (MT ET Street) to finish in 4th and the full manual auto (no more clutch, no more missed gears)...theoretically should be mid to low 11s...but as we all know reality can be quite different from theory. Won't go back to track until new transmission is installed, since the whole transmission in the car right now, doesn't belong to me anymore.
__________________
06GT 76mm turbo, 302 stroker
2008 race season
4r70w(sold), triple fuel pumps(sold), 4:10 gears, spool
10.0@136 mph, 1/4
rwhp: not a clue, only number interested in is ET
2009 race season
built motor rebuilt (after boooom), custom intake manifold, III heads III spr cams,
powerglide transmission done, 3:50 gears, fuel cell build started
rwhp: enough to go low 9s
That's the $64,000 question. It was running high 11s before the Currie, 4.11 gears, spec clutch, short shift etc etc etc went in. Then as we creeped up with the rpms, we started to have fuel problems (running lean). The boost level above 10 was exceeding the 39 lb injectors and pump that came with the s/c unit...so we went to larger injectors 60 lbs and the GT500 dual pump sys. Then car just wasn't running well...seemed to die in 3rd gear. Right nowit seems strong. We've gone down a tad with the rwhp 458 (mustang dyno) to keep things up frontin one piece. We did a simulated 1/4 on the mustang dyno of 11.37 and had to go to 5th gear to finish the run (wrong rear tires)two saturdays ago. Had a crowd of people watching. Many saidthe sprint runwas accurate within a tenth or two of what they did at the track. I'm not so sure.So with the right diameter slicks (MT ET Street) to finish in 4th and the full manual auto (no more clutch, no more missed gears)...theoretically should be mid to low 11s...but as we all know reality can be quite different from theory. Won't go back to track until new transmission is installed, since the whole transmission in the car right now, doesn't belong to me anymore.
God willing, you will break into the 10s!
Good luck
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for those with a centrifugal blower.....
