msdnga
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Okay, for anyone interested in this turbo or how I tune it, this is your thread to ask away.
STS had a bad name in the past because every person running, did not have the proper tools to tune it. Being a T 76, it simply makes boost, big boost. Couple that with an improper tune and you are in the machine shop starting over.
I have 3 SRT 10 Turbos here, one is a twin, the others are single T -76 kits from STS. I worked directly with SCT and Rick Squires from STS to nail this tuning for the truck. Now there are limitations to what your stock block should be doing on 93 octane and factory parts. I have seen some of you boosted Nox guys pushing well above that, it's still gambling to me. So I am setting the STS kit for 650 rear wheel on a stock block, and depending upon your location 630 rear wheel.
Stock cams and heads work great, headers help alot. But if it is a stock truck at least invest in some better valve springs and lighten up all 20 by using the Ti retainer.
Turbo not for you? Already have a Paxton or Roe? No more piggyback controller limited by the factory PCM mapping.
At the Viper SRT Dyno day I went up against 3 custom Flashes and beat everyone of them. In WOT and part throttle.
Mark's Paxton truck was at 529 and 512 tq PEAK. His TQ never went over 500 in the curve except for the 12 ft spike. Horribly lean to 3500 rpm
Mark's SCT tune on the dyno ended up 11.5AFR across the board and 531hp with 591tq. Safe as can be, with part throttle way above where it was.
The hardest tune to beat was the Stage 2 which went up to 36 degrees total timing. But the AFR curve was horrible lean to 3500 and dead rich to 6500. All I did was tilt it back, re write part throttle and got her safe across the board. It was 419 before and a very safe 422 after.
Rice eater had 460 and 480tq lean, and Chad and I got the truck up to 476 on a safe AFR.
I could go on and on, but I think you guys get the point. The SCT tuner is the only way to go. Especially forced induction.
The STS turbo inlet runs a safe K&N Assy or you can duct it to the bed assy. I don't run the Silver truck in the mud pits, so I run the K&N with a pre filter wrap. Second, no intercooler needed. I ran high boost on the turbo truck and my max temp was 163 Inlet Air Temp. That is on high boost. Blowers are always over 225-250 and then a Air to Air intercooler gets you 80 degrees off that. You can still intercool it with a PWR water to air for 40 degree temps. Back to the SCT:
You run a 2 bar Map on the manifold in place of the old 1 bar, use larger 60lb injectors and the SCT programs it through the factory PCM. I can send you a milder octane program too on the tuner. So here you go, ask away....
:rock:
STS had a bad name in the past because every person running, did not have the proper tools to tune it. Being a T 76, it simply makes boost, big boost. Couple that with an improper tune and you are in the machine shop starting over.
I have 3 SRT 10 Turbos here, one is a twin, the others are single T -76 kits from STS. I worked directly with SCT and Rick Squires from STS to nail this tuning for the truck. Now there are limitations to what your stock block should be doing on 93 octane and factory parts. I have seen some of you boosted Nox guys pushing well above that, it's still gambling to me. So I am setting the STS kit for 650 rear wheel on a stock block, and depending upon your location 630 rear wheel.
Stock cams and heads work great, headers help alot. But if it is a stock truck at least invest in some better valve springs and lighten up all 20 by using the Ti retainer.
Turbo not for you? Already have a Paxton or Roe? No more piggyback controller limited by the factory PCM mapping.
At the Viper SRT Dyno day I went up against 3 custom Flashes and beat everyone of them. In WOT and part throttle.
Mark's Paxton truck was at 529 and 512 tq PEAK. His TQ never went over 500 in the curve except for the 12 ft spike. Horribly lean to 3500 rpm
Mark's SCT tune on the dyno ended up 11.5AFR across the board and 531hp with 591tq. Safe as can be, with part throttle way above where it was.
The hardest tune to beat was the Stage 2 which went up to 36 degrees total timing. But the AFR curve was horrible lean to 3500 and dead rich to 6500. All I did was tilt it back, re write part throttle and got her safe across the board. It was 419 before and a very safe 422 after.
Rice eater had 460 and 480tq lean, and Chad and I got the truck up to 476 on a safe AFR.
I could go on and on, but I think you guys get the point. The SCT tuner is the only way to go. Especially forced induction.
The STS turbo inlet runs a safe K&N Assy or you can duct it to the bed assy. I don't run the Silver truck in the mud pits, so I run the K&N with a pre filter wrap. Second, no intercooler needed. I ran high boost on the turbo truck and my max temp was 163 Inlet Air Temp. That is on high boost. Blowers are always over 225-250 and then a Air to Air intercooler gets you 80 degrees off that. You can still intercool it with a PWR water to air for 40 degree temps. Back to the SCT:
You run a 2 bar Map on the manifold in place of the old 1 bar, use larger 60lb injectors and the SCT programs it through the factory PCM. I can send you a milder octane program too on the tuner. So here you go, ask away....
:rock:
pretty cool
