we recently did a ZFR on our mustang dyno. with a 26psi spike falling back to 24psi it made 378 and i cant remember offhand but i think 385 ft/lbs tq @6400. the car was on a stock clutch and stock motor minus a set of our valve springs and no waste gate rod adjustments of any kind. we didnt want to push it anymore but i think the numbers are pretty fair.

 

very good.

 

These same guys are the one's I'm talking to currently to get a surprise for you . I'll let you know once I get back in April or maybe when I get to Hawaii and activate my phone again. Get ready Term...............


BTW Term, why haven't you posted the goodness you've been up to with your 5.0? I mean, you have more than enough pics lol.

 

I would like to see it on a dynojet to compare the difference with their mustang and a dynojet. However, I do agree with you about track times. That is what you can get acutal power from the trap speed.

Hell yea x2. No way hitting 500whp on a dynojet.

Yessir, I remember logging with my EFR on 100 octane at 29 psi. MY god that thing was soooo fast. I'll never forget. I remember seeing the 47lb/min on that run. I can expect I was probably at 440+whp on dynojet compared to my 415whp @ 24 psi on e47.


Now those numbers are very reasonable for a mustang. That makes a lot more sense.

 

yep we would of did more if he had a better clutch.

 

Seems about right, Back at least 2 years ago Drewbroos BNR 2871 on E-47 at 24 psi made 392 whp on a mustang dyno with 430 wrtq (26 psi spike 25* midrange timing)

 

we made 416whp 427 ftlbs on my old setup at 25psi 6500rpm. 93 octane

 

So if you were to run an Efr what would be max psi and timing you could run on stock motor, but have valve springs and the 3 bar sensors to make it as efficient as possible and not run out of fuel. Just curious for future, incase I were to get one.

 

You won't have a problem running out of fuel with 93. I believe that would only be a problem once you throw E into the mix. Most timing you would want to run on 93 would be like 14-15, and PSI around 24-25 i'm going to bet. I'm not tuner tho

 

i would like to see a comparison of the WR-2 vs the ZFR since the are both true bolt-ons and the same price.

 

Would like to see that also!

 

Then buy the WR-2 and look at someone who has similar mods with a ZFR and there you go. Just make your selection on a turbo and don't look back. There is always going to be something "better" that's the price you pay with modding cars. But at the end of the day you can do as much research as you want but you will never truly know what you want until you try it. BTW 400Hp is the perfect spot IMHO. My car was at 420 and I had Dave dial it back for DD purposes...

 

500whp is perfect..bwahahaha...jk
i have made my decision, im just waiting on some money to fall out of the sky...lol

 

Which one are you going with ?

 

the biggest difference betweent he 2 is the wheels.... cea billet vs gamma ti. then the difference in spool. the type b is what needs to be compared to the zfr though. the wr-2 standard will make good numbers HOWEVER like i said if you plan on revving past 6500 you will need the type b.

the similarities are....... both have an aluminum compressor housing, steel(thats right even the zfr has a steel housing) turbine housings, both come with lines, both come with whatever adapters, both bolt to the stock manifold, both bolt to the stock stuff. the biggest problem ive personally dealt with with the zfr is having to add a extended coupler to the horside pipe or else the over the motor pipes rest on the valve cover(again not a big problem). also i had to ding the firewall on one of them because it was literally a 1/16th of an inch away and i felt like when the motor rocks under load it would hit so i dinged it in a bit just for safety. i also do not like the brass fittings but the lines and everything else are good and quality its just companies do it differently. for their feed line we use aeroquips teflon line with aluminum fittings. other then that installation was easy and overall it was a nice kit and makes good power.

 

I am selling my ZFR already going much much bigger. 400 just aint enough for me. lol

 

^^^ how much!?!? I'm interested!

 

Just remember Lars you will sacrifice drivability (spool time) going larger unless you are stepping up to a bigger EFR then it might not hurt spool so much. Which turbo you going with?

 

I was gonna go with the ZFR rather than the WR-2 based solely on me not wanting to buy another K04 to use for core.
I cannot be without a car, so i would have to keep my stock turbo on until i was ready to install.

ULwizSS, how mnay miles on your zfr? 400whp is not maxing out the turbo, so why get rid of it?

 

it will max out around 480 490 crank flowing 49lbs/min

 

Cause i dont want 400 more 600-700 range for me. Selling mine right now will most likely go this afternoon. Got two guys ready to pay first one will get it

 

49 lbs/min CAN support up to 490 whp on E-47 if efficiency is high enough. On 93 though you are correct around 1 lb/min for every 1 crank hp.

 

Ahhhh, so you're Lars. Gotcha, well bro you still need to keep me updated on your next turbo kit. I'm gonna pm you now about something.

You really think 490 Wheel? I mean AFAIK that is crank horsepower numbers. When I was at 47lb/min on the EFR with the 100 octane tune, I don't think I was at 470whp. Maybe 440-450 whp at the most. But then again that is my butt dyno vs my acutal e47 24 psi dyno.

 

thats crank hp

 

It depends. Stock turbo flows 35-36 lbs/min max and on E-47 can make 350-360 whp on E-47 but about 325-330 whp max on 93 (360 crank HP roughly) normally. In most cases 1lb/min makes 1 crank HP but on E-47 with its extra oxygen and up to 9% more power vs 93 octane 1lb/min can make 1 whp.