Twin Turbo Expectations and advice.

[Fraxum]

I get my LS3 1LE back this week with a set of AGP twins. I asked the HP to be kept low to get used to more power. I may add a boost control later. My Mods:

• TTs
• Trailing Arms
• 18" NT555Rs
• 547 RWHP @ 5 pounds (DynoJet) : Edit

My best so far on LTs, CAI, DRs, and no tune was 12.3 at 422 RWHP (same Dynojet).

So what do you think I can run? My biggest struggle is launching. My best was inconsistent high 1.8 60s. I was thinking 11.5-7 with a perfect run for me. My biggest worry is getting thrown out with no roll bar at Atco. I also plan to try Cecil this weekend.

Any turbo 1/4 advice? I was thinking short shifting first a little as going strong into 2nd on boost could be skittish with my tires.

Any general advice on how to handle the roll bar issue now that my car is capable? (edit: Not a problem)

Interesting TTs start lower, drag from the turbos @ low RPM? Cool that power starts coming on at 2500. Still have not driven the car yet.

[GretchenGotGrowl]

Originally Posted by Fraxum

I get my LS3 1LE back this week with a set of AGP twins. I asked the HP to be kept low to get used to more power. I may add a boost control later. My Mods:

• TTs
• Trailing Arms
• 18" NT555Rs
• 525 RWHP @ 5 pounds

My best so far on LTs, CAI, DRs, and no tune was 12.3 at maybe 400 RWHP.

So what do you think I can run? My biggest struggle is launching. My best was inconsistent high 1.8 60s. I was thinking 11.5-7 with a perfect run for me. My biggest worry is getting thrown out with no roll bar at Atco. I also plan to try Cecil this weekend.

Any turbo 1/4 advice? I was thinking short shifting first a little as going strong into 2nd on boost could be skittish with my tires.

Any general advice on how to handle the roll bar issue now that my car is capable?

Sounds like a reasonable guess. You will have to play with it. I suggest you lower the rear tire pressure to around 21-22 psi to begin with and keep lowering it until you get it to launch with just a little spin. You can even try launching in 2nd, just build plenty of boost at the line.

[Pro Stock John]

Sounds like fun.

Must be some spots there in South Jersey (former Mays Landing kid here) where you can make a few test hits before you hit the track. I'd do that just to make sure the car is right. Who is doing the install, Fran's shop?

I would not short shift, I would just roll into the gas from 1st gear at the track, real slow, and then get into it. Mostly likely the ET won't be that strong and you'll have a feel for the car at full power. Then I'd get more aggressive.

Might want to bring some tools in case you need to tighten some clamps or fittings.

[Fraxum]

Originally Posted by Pro Stock John

Sounds like fun.

Must be some spots there in South Jersey (former Mays Landing kid here) where you can make a few test hits before you hit the track. I'd do that just to make sure the car is right. Who is doing the install, Fran's shop?

I would not short shift, I would just roll into the gas from 1st gear at the track, real slow, and then get into it. Mostly likely the ET won't be that strong and you'll have a feel for the car at full power. Then I'd get more aggressive.

Might want to bring some tools in case you need to tighten some clamps or fittings.

Yes RPM is doing the install. Good advice! And there are places here in SJ where you can give it a go, just not all out for very long. My plan is to start easy on the track and get more agressive as I see how the car behaves just as you described. Wheel hop might be a problem even with my TAs. I might go full poly bushings, but then there is the diff noise to contend with if I do the diff.

[Pro Stock John]

Yeah if you working with Fran S and the team over there he knows what the car should do, he's been in the LS performance sector for a long time now.

I'd do a drive around and a rip or two by him before you come up. Maybe pop the hood, discuss the kit a little. It's always possible you have to tighten a clamp or two once you start getting on it.

[Fraxum]

Originally Posted by Pro Stock John

Yeah if you working with Fran S and the team over there he knows what the car should do, he's been in the LS performance sector for a long time now.

I'd do a drive around and a rip or two by him before you come up. Maybe pop the hood, discuss the kit a little. It's always possible you have to tighten a clamp or two once you start getting on it.

Thanks! will do.

[Fraxum]

The first time I went to the track after the TT install I forgot to flush my clutch reservoir. I only took 6 runs. They were all pretty bad and three of them I had to abort. My best that night was a 12.3 @ 117. That matches my best bolton ET but of course the mph is up so I am not getting the best of my car. I was babying the launch an shifting early at 6,000 to preserve the clutch.

Two nights and 6 clutch reservoir flushes later, all better with the clutch! I also ordered the Tick clutch line, while I was thinking clutch.

I also got more aggressive with my launches My best 60' of the night was my best run. 11.966@118.44! 11s finally. Traction was not a problem at all. I was running right after the Gambler cars and the track was great. I think my best run of the night was my last but I missed third.

Most of my other runs were 12.0-1 @117 to almost 119. There is more in this car, I was shifting easy just a little over 6,000 on my light. Probably 6,400-500. Mid 11s will be doable with a little more practice and some good air. I know I am not that fast considering twin turbos. But for now I am happy to have an 11 second run out of the way.

Also the turbo twins were big hit in the staging lanes. Alsmost everyone noticed the huge intercooler. They couldn't believe only 4 pounds of boost was pushing my big heavy car that fast with stock manifolds.

Also Atco was really cool about the Turbos. The tech inspector said all I needed to do was get a fire retardant jacket and I was good to go.

[Pro Stock John]

Nice, and on small boost!

I wear my fire jacket all the time, hardly notice it.

How much can you turn up the turbos on pump gas?

[Fraxum]

Originally Posted by Pro Stock John

Nice, and on small boost!

I wear my fire jacket all the time, hardly notice it.

How much can you turn up the turbos on pump gas?

Still working on that with my tuner. He says do not turn up the boost with my current tune. But with my 850cc (80 pound?) injectors and ZL1 fuel pump he says I am good to 8-9 pounds on 93. I do not know enough to understand why I cannot turn it up a little without a retune. I have a nice little manual controller sitting on the work bench.

But even given all that I know I still am not getting the most out of my current setup. I know I can launch harder. Just worried about the stock clutch. I know at some point I will need a twin disk. McLeod seems like a good value.

[10aSSee D]

Retune is a must if you up the boost or you could blow the motor.

[SSE 4 2SS]

Originally Posted by Pro Stock John

Nice, and on small boost!

I wear my fire jacket all the time, hardly notice it.

How much can you turn up the turbos on pump gas?

I typically run 12-14 lbs on 93 octane pump gas... any more than that and we add in C-16 and change the plugs...
The car is tuned for multiple boost levels but it's still fuel dependent...

[Fraxum]

Originally Posted by 10aSSee D

Retune is a must if you up the boost or you could blow the motor.

Yep, not touching it for now.

I guess the part I do not get how you tune for multiple boost levels with one tune.

[SSE 4 2SS]

Originally Posted by Fraxum

Yep, not touching it for now.

I guess the part I do not get how you tune for multiple boost levels with one tune.

ProEFI.... It has a dial a boost capability and I'm using a speed density tune... There is a lot more to it but that's the very basics....

The Pro128


Injectors 12 Peak n Hold – with calibratable peak time. 6 – 6/2 amp, and 6 3/1 amp.
Coils 16
TPS Yes – Adaptive
Coolant Temp Yes
Air Temp Yes
Map Sensor Yes – Unlimited Range
MAF Sensor Yes – Frequency and Voltage
Idle Control Pulse Width and Stepper motor – Adaptive
Wideband O2 2 Built in UEGO controllers (External capable)
Cam Yes – Hall/VR capable
Crank Yes – Hall/VR capable
Variable Cam Yes 2 cam capable
Knock Channels 2 Programmable frequency and event with individual cylinder notification
Flex Fuel Capability Add a Flex fuel sensor, and the computer automatically adjusts fuel, timing, and boost based on Ethanol content! Multiple Failsafes!
Nitrous Control 4 stages multiple event trigger control range. V.E. based fueling****
Boost Control Multiple control strategies.***
Rev Limiters Multiple – Burnout, Stage, TwoStep, Rolling Antilag (True RPM capture at ANY Speed) All tied to separate boost targets!
Traction Control Multiple control strategies.***
Valet Modes Two Settings – Tied to Fault management – Power Reduction, Speed limited etc..
Drive Off Assist Drive Off limiters to help with light rotating mass and grabby clutches
Fuel Pump Control Yes*
Analog Inputs 34* Fuel Pressure monitoring and feedback correction, Oil Pressure, Exhaust Backpressure Feedback and correction, and much more.
Low Side Outputs 10 total – 8-10 amp capable – 2-2 amp capable*
Tach Yes – Software configurable
Digital Inputs 8 channels – Fully programmable pre configured
High Current Bridges 3 channel sets – Used for Stepper motor control, or Electronic Throttle Control
Speed Inputs 2
Drive By Wire Yes – Dual capable*
Fault Coding Safety Yes**
MIL (CEL) Yes – Malfunction indicator with fault codes
Main Relay Control Yes
5v Ref 2 locations
Sensor Grounds 2 locations
Key Switch Power Yes
Permanent Power Yes
Battery Backup No – Not needed – Stored permanently!
Chassis Ground 4 Locations
Can Channels 2 Channels
Serial Connection Yes*****
RS485 Connection Yes*****
Internal Memory Limited to Fault logic
USB Direct Connection No
Laptop Connection USB


Logging with PC attached included on all ECU’s. If logging without the PC connected is required, you must purchase one of the external loggers. This module simply connects through the CAN bus and is configurable, however it is preconfigured by Pro EFI for common channels to be logged.

*The amount of available channels is dependent upon the use of pre configured I/O such as Fuel pump, TPS, etc…

**Fault coding is a strategy used by the O.E. manufacturers. This strategy allows for the capability to trigger faults and fault actions. Features include but are not limited to multiple safety strategies for limiting boost and shutting off nitrous control under lean conditions. See your Authorized Professional EFI Dealer for more information.

***Multiple Strategies are configurable based upon time or speed. See your Authorized Professional EFI Systems Dealer for more information.

****V.E. stands for volumetric efficiency. This is a strategy incorporated by the O.E. manufacturers to more accurately determine the fueling requirements of the engine. There are several advantages to using this method. See your Authorized Professional EFI Systems Dealer for more information.

*****These communication ports are dedicated for the use of future external peripherals to be announced by Professional EFI Systems at a later date.

Adaptive – Is a term meaning that particular feature will self tune itself constantly. This is another strategy used by the O.E. manufacturers to help keep the vehicle in a constant state of tune for hundreds of thousands of miles.

[Fraxum]

Originally Posted by SSE 4 2SS

ProEFI.... It has a dial a boost capability and I'm using a speed density tune... There is a lot more to it but that's the very basics....

The Pro128


Injectors 12 Peak n Hold – with calibratable peak time. 6 – 6/2 amp, and 6 3/1 amp.
Coils 16
TPS Yes – Adaptive
Coolant Temp Yes
Air Temp Yes
Map Sensor Yes – Unlimited Range
MAF Sensor Yes – Frequency and Voltage
Idle Control Pulse Width and Stepper motor – Adaptive
Wideband O2 2 Built in UEGO controllers (External capable)
Cam Yes – Hall/VR capable
Crank Yes – Hall/VR capable
Variable Cam Yes 2 cam capable
Knock Channels 2 Programmable frequency and event with individual cylinder notification
Flex Fuel Capability Add a Flex fuel sensor, and the computer automatically adjusts fuel, timing, and boost based on Ethanol content! Multiple Failsafes!
Nitrous Control 4 stages multiple event trigger control range. V.E. based fueling****
Boost Control Multiple control strategies.***
Rev Limiters Multiple – Burnout, Stage, TwoStep, Rolling Antilag (True RPM capture at ANY Speed) All tied to separate boost targets!
Traction Control Multiple control strategies.***
Valet Modes Two Settings – Tied to Fault management – Power Reduction, Speed limited etc..
Drive Off Assist Drive Off limiters to help with light rotating mass and grabby clutches
Fuel Pump Control Yes*
Analog Inputs 34* Fuel Pressure monitoring and feedback correction, Oil Pressure, Exhaust Backpressure Feedback and correction, and much more.
Low Side Outputs 10 total – 8-10 amp capable – 2-2 amp capable*
Tach Yes – Software configurable
Digital Inputs 8 channels – Fully programmable pre configured
High Current Bridges 3 channel sets – Used for Stepper motor control, or Electronic Throttle Control
Speed Inputs 2
Drive By Wire Yes – Dual capable*
Fault Coding Safety Yes**
MIL (CEL) Yes – Malfunction indicator with fault codes
Main Relay Control Yes
5v Ref 2 locations
Sensor Grounds 2 locations
Key Switch Power Yes
Permanent Power Yes
Battery Backup No – Not needed – Stored permanently!
Chassis Ground 4 Locations
Can Channels 2 Channels
Serial Connection Yes*****
RS485 Connection Yes*****
Internal Memory Limited to Fault logic
USB Direct Connection No
Laptop Connection USB


Logging with PC attached included on all ECU’s. If logging without the PC connected is required, you must purchase one of the external loggers. This module simply connects through the CAN bus and is configurable, however it is preconfigured by Pro EFI for common channels to be logged.

*The amount of available channels is dependent upon the use of pre configured I/O such as Fuel pump, TPS, etc…

**Fault coding is a strategy used by the O.E. manufacturers. This strategy allows for the capability to trigger faults and fault actions. Features include but are not limited to multiple safety strategies for limiting boost and shutting off nitrous control under lean conditions. See your Authorized Professional EFI Dealer for more information.

***Multiple Strategies are configurable based upon time or speed. See your Authorized Professional EFI Systems Dealer for more information.

****V.E. stands for volumetric efficiency. This is a strategy incorporated by the O.E. manufacturers to more accurately determine the fueling requirements of the engine. There are several advantages to using this method. See your Authorized Professional EFI Systems Dealer for more information.

*****These communication ports are dedicated for the use of future external peripherals to be announced by Professional EFI Systems at a later date.

Adaptive – Is a term meaning that particular feature will self tune itself constantly. This is another strategy used by the O.E. manufacturers to help keep the vehicle in a constant state of tune for hundreds of thousands of miles.

That looks awesome! But the price.

Is a speed density tune required to have a least some measure of adjustable boost? Like 4-9 pounds. .