Hellion designed at system that works well. I will glady post our record breaking dyno graph making 953rwhp once we get it from Holley. I don't see why everyone wants to take these to redline when they make peak power at 65-6700rpms.
Turbos make more low end power than any other combination. They can make peak boost at a lower rpm, so they make more low end power easily. Superchargers make more power the faster you spin them, so they make peak boost at high rpm, therefore, on dynos and on track, they make peak power at one point at high rpm.
If you have two equal hp combinations, one turbo, one blower, both making 600 hp, the turbo car will be faster because it has more average power. If you shift a blower at 7k, where it makes 600 hp, it falls to say 4500 on the shift, where it is only making say 450 hp, (because the boost is lower at 4500), it has to run up through the powerband to reach peak power again.
On a turbo car, peak power is very broad, so say it makes 600 hp between 4500 and say 6500. You shift at 6500, it drops to 4500, which is at peak power and big torque, it pulls at the bottom of the gear and runs everywhere, not just at the top of the gear.
In my experience turbo cars do not show the same on a dyno as a supercharged or N/A cars for a few reasons....
1. Dynos cannot load the engine compared to being on the street. Even with loaded dynos, the load changes during the pull. The more load, the more heat, heat drives turbos and makes boost, (turbo speed falls when load deminishes). Supercharged cars are connected to the crankshaft, so they have a fixed speed which increases with engine speed regardless of load.
2. A supercharger is at peak speed at the top of the pull, which shows peak power usually at that point. (similar to a high revving N/A setup.) Turbocharged cars make peak boost early, and because of load reasons can lose boost at the end of the pull, (unless it is a over- turbocharged engine--a much larger turbo being used that is not needed).
The 2011 GT is a high rpm engine because when naturally aspirated, the only way to get more air into the engine is to turn more rpm, which draws in more air, (when not feeding it with a turbo or blower). When a turbo is added, there is no reason to spin the engine as hard, because now the air is being forced in at a lower rpm. (lower rpm engines last longer as well, safer is better in street cars IMO)
Bottom line is that the key is to operate any engine, supercharged or turbocharged, is in its peak efficiency. Whether its low or high. The vehicle will go faster as long as its running there. If its N/A or supercharged, turn it high, if its turbocharged, keeping it lower will be faster.
We see outlaw turbo cars operating lower and lower rpm and going faster and faster. Those engines are able to turn 10 k if you wanted, but they are keeping them in lower rpm bands for power reasons.
As far as the manifold goes i do not know if would help or not yet on this application. My guess would be yes, but only minimally.
Hope this helps a little bit.
