Well, I can certainly see where you are coming from. Who says that you have to do all the mods at once?
Back in the day, I twin turboed a cast piston Gen 2(1996-2002)Viper. Before the build, we targeted about 650-700RWHP. The car responded very well and we leak down tested it frequently and it did great! On subsequent builds, we were able to run 15 PSI(~950 RWHP) on 93 and water-meth. That car raped GSXR1000's on the highway. It would put 20 cars on the GSXR from 80-180MPH!
Back at that time, we had to go slowly to see what the motor would handle.
At this time, we ALREADY know what the motor can handle as documented with Britospeed's 2003 SRT-10 that has made 800 Mustang dyno RWHP for the last 20,000 miles. Most cars that make close to 1000 RWHP on a dyno jet make closer to 800 RWHP on his dyno. Brito has a full CNC machine shop and is a master at data acquisition. He has tuned every single load cell at steady state to the threshold of knock throughout the RPM range and knows exactly how much timing to put at all RPM. He does more high end Ford GT's and exotics, but he would be the person I would get the tunes from for the twin turbo SRT Trucks.
Ok, so the transmissions on the 4-doors cannot hold as much power as the RC 10's.
Are there not still guys running 650 RWHP blower packages on the quad cabs?
At the beginning of the Viper program, there were only headers and exhaust, then heads and cam or nitrous available. Then superchargers came along, then turbos. Engine management options became more powerful and cheaper as time progresses.....
There is a big problem for being the first and having the latest and greatest everywhere along the time line from inception to the current level of progression.
Just think of the guy who who bought headers and exhaust and a rear end gear from Hennessey for 12K installed. They picked up 50 RWHP. Then that same guy could send his car to Hennessey to get heads and cam plus a bump in compression to go with the headers for 35K and pick up another maybe 100 RWHP. Now when superchargers came out in the time line, the guy who spent almost 50K for 150 RWHP will most likely get spanked by the guy who gets the blower package for 10-12K installed(at least until the blower heat soaks). If the NA guy wants a blower, he needs to sell his milled heads and get another set of heads and either get them ported to what he had before but with lower compression/etc....) The first guy has obviously wasted a lot of money to get a blower on top of his prior mods....
I always hate to see this kind of waste of money.....
Now turbos come out and at the same RWHP level, the engine does not need to make the additional power it did to drive the supercharger. Turbos can also be quieter and stealthier if desired and have electric or boost actuated cut outs if somebody wants to be stealthy but also be able to hear hear the monster turbo whoosh at the flip of a switch!
Now let's fast forward to today.....
1. As stated above, we know how much the SRT Viper Truck motor can handle power wise with one of Brito's tunes.
2. Brito's SCT steady state every single load cell tuned Mustang dyno tunes have a proven track record to allow the engine to live at a power level of roughly 1000 RWHP as measured on a typical Dyno Jet.
3. I have a super compact cast Viper turbo manifold that lends itself to making a super attractive top mount twin turbo system for the SRT ViperTruck.
4. I have designed and fabricated many twin turbo systems in the tight Viper engine compartment. This truck engine compartment has more space available to make a simple, highly functional turbo system that would lend itself very favorably to daily driving.
5. Customer can jump right to the top of the FI food chain with whatever level of accompanying mods they have and run the power accordingly. Start off at 600 or 650 RWHP and see, feel and measure how much faster this is than a supercharged setup with similar peak HP numbers.
#'s 1-5 above should answer everything.
Consider the fact that it takes close to 100 HP to spin the blower.
Consider how many guys are running 650 RWHP on stock internals with the proper tune.
The same truck with a twin turbo setup running 650 RWHP will make more area under the curve than a blower setup and be easier on the engine. There are also many options in terms of exhaust housing options that will allow up to make the power come on quickly like a Roe twin screw(Tough on drive line) or allow the power to come in more gradually like a Paxton(easier on the drive line). I prefer the power coming on in a more linear fashion because it is easier to hook up and of course, easier on the driveline.
So with all this being said, is there nobody who wants to get a prototype twin turbo setup for 10K? This is not my first rodeo......:drool:
Somebody step up so I can get the show on the road and become a vendor here and make an awesome twin turbo package for the SRT Viper truck!
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