Here is some GTU dyno I found.

 

Ok, twins make the same amount of power as the t-78 and GTU, but 400rpms quicker (looking at the 2500rpm line). Funny how the t-78 has the same power as the GTU when they hit the gas on the dyno. At 4k rpms the twins are about 125hp and 175tq, t-78 has 150tq and 200hp, the gtu at this point isn't worth discussing. Twins are maxed out by 6500rpms at 260hp, while the t78 is in the 420hp range. So 400rpms difference in that "low end" power on a t-78 which is considered "big" for the street.

 

Actually, just examining the charts a little closer. It would appear the twins only have a 300rpm advantage in spool/power over a big single turbo.

 

wow, at 5.5k rpm you are making more HP then you are with stock twins! nice

 

if that first dyno is the dyno fo teh twins , then u got some beat *** twins, unless they are running in non sequential

 

where is the dip, if this is non sequentila then this argument is uselss since the nonsequential is worse then a comparible single due to teh flow diffrences of the exahust manifold and other flow diffrences turbo related.

 

i think youre just trying to drag out an argument for the sake of arguing. The fact is, a big single doesnt sacrifice much low end for the amount of top end it produces. If you like having max power at 4000rpms then i suggest a new car. Max power in a rotary will not come in until after 6000 rpm.

 

That FD doesn't have crap for mods. Intake, downpipe and ECU with the boost turned up?

 

thats pretty much the same as my buddy put down, i think 260whp is pretty good for a downpipe, catback (with cat), intake, and PFC.

 

That is just a beautiful A/F tuning line



The biggest thing I see is the tuning between a lot of the guys. 15 PSI on a TO4E and a T78 are big differences. And 15 psi seems to be the number used most often by the guys in the US, Seeing a T78 at 20-25 psi on the same motor with the correct fuel and tuning would definately put the numbers up there, the point is reliability, with all the fear and cost involved for rebuilding the engine, which would you prefer, a little more cost on a turbo that can sit at these power levels all day and still be reliable, or putting a turbo on the car that can barely hit the mark on the upper end. Most guys do not do specific racing, and their cars are built as daily drivers with an occasional romp at the track or local parking lot for SCCA. But when they hit the throttle in a highway race, or the dragstrip, or even in the avoid the cones mania they will be shifting in the power band, usually at the top of the rpm range, and during the shifts I do not see them worrying about low end power in the 4000 rpm range, they are more worried about how fast can they get spooled back up to the power level they need at 6000 or higher in their shift range.