Observations while Twin Turbocharging a 2014 SRT GTS:
1. SRT really doesn't want you to be able to put turbo chargers on this vehicle. Especially big ones!!
The area you have to mount the turbos, diffuse heat and route [sizable] inlets/outlets is about the size of two small lunchboxes. Not exactly easy to work with. Be prepared to grind, cut and saw. Once you are done, get ready to grind some more. A lot of clearance issues down below!!! (Rear-mounting would have been a lot easier!!!!)
Then, be ready to install about 20 Lbs of industrial strength heat protection and shielding! Then, grind some more.
2. The OEM engine mounts are SO flexible and mushy that you can actually readily move the motor with one hand (seriously, try it yourself!!). I understand why SRT did this (ok, I almost understand) but it lends itself to an exhaust system/headers cracking for a big torque monster over time!! Solid mounts are a must!!! (We hand built some that work very well - and the car actually feels great with them. It's NOT a rattle trap like I had worried it might be!)
3. The OEM fuel system can't *reliably* supply fuel to the engine beyond 675 RWHP. You may get more power than this on the OEM fuel pump/canister assembly - but the fuel pressure will be inconsistent. I don't like flying to close to the Sun, do you?
Luckily the fuel system is a breeze to upgrade!
4. The clutch. Oh, the clutch. All I can figure is that SRT ran out of money when they were building this otherwise beautiful clutch assembly. The first time you actually get traction at 650 RWHP will also be the last time you get traction at this power level until you upgrade the clutch. I have no empirical data to support the following statement. However, based on my limited experience, I'd be surprised if the OEM clutch would last 15,000 miles with the type of spirited driving that Viper enthusiasts are known for. It's just not enough material and not enough clamping force! (I fully understand the need for a clutch pedal that isn't stiff, but there are ways to engineer a much stronger clutch while preserving driveability!)
5. SRT has no aversion to you mounting a large intercooler up front. They actually made this part of the build very very easy.
6. This engine was MEANT for boost. It responds incredibly well to only a few PSI of boost. I can't imagine what a more Turbo friendly (a bit more lift) cam is going to do once we start turning the pressure up beyond 8 PSI (more is always better, yes??!!?) !!!! (I'm working with one of the big cam makers on a grind right now)
I am considering tuning for and running E85. However, I think that this big displacement motor will literally make more power at 15 PSI than anyone can use under 140 MPH. That, and your car stinks of alcohol, more specifically, vodka when running E85 and no cats. Trying explaining THAT when you get pulled over!
*Note: I believe 15-16 PSI is the limit with the stock compression ratio and 16-17 degrees of timing on 93 Octane.
7. I believe the bottom-end of this engine will easily live a long and happy life past 1,000 RWHP. (By way of turbocharging. I have no idea if it could live to this power level on Nitrous Oxide). I plan to prove that in the coming weeks/months. (and if I'm wrong, then thicker forged internals here I come!)
8. No mufflers necessary as the turbochargers act as great mufflers! The sound is pure sex! No more UPS truck sound! Sounds like a turbo Lambo now beyond 2000 RPM!
9. This car definitely needs a hood latch release lock-out so that when the doors are locked the hood is too! SRT, are you listening?
I'll post up some pics of the build in the next week or two when I have a bit more time. Please note, this setup is something that myself and two friends put together in a few weeks time. We ended up not building it to resell/a one-off so I'm not offering you anything here other than some mostly unknown information and perhaps a little comic relief.
1. SRT really doesn't want you to be able to put turbo chargers on this vehicle. Especially big ones!!
The area you have to mount the turbos, diffuse heat and route [sizable] inlets/outlets is about the size of two small lunchboxes. Not exactly easy to work with. Be prepared to grind, cut and saw. Once you are done, get ready to grind some more. A lot of clearance issues down below!!! (Rear-mounting would have been a lot easier!!!!)
Then, be ready to install about 20 Lbs of industrial strength heat protection and shielding! Then, grind some more.
2. The OEM engine mounts are SO flexible and mushy that you can actually readily move the motor with one hand (seriously, try it yourself!!). I understand why SRT did this (ok, I almost understand) but it lends itself to an exhaust system/headers cracking for a big torque monster over time!! Solid mounts are a must!!! (We hand built some that work very well - and the car actually feels great with them. It's NOT a rattle trap like I had worried it might be!)
3. The OEM fuel system can't *reliably* supply fuel to the engine beyond 675 RWHP. You may get more power than this on the OEM fuel pump/canister assembly - but the fuel pressure will be inconsistent. I don't like flying to close to the Sun, do you?
Luckily the fuel system is a breeze to upgrade!
4. The clutch. Oh, the clutch. All I can figure is that SRT ran out of money when they were building this otherwise beautiful clutch assembly. The first time you actually get traction at 650 RWHP will also be the last time you get traction at this power level until you upgrade the clutch. I have no empirical data to support the following statement. However, based on my limited experience, I'd be surprised if the OEM clutch would last 15,000 miles with the type of spirited driving that Viper enthusiasts are known for. It's just not enough material and not enough clamping force! (I fully understand the need for a clutch pedal that isn't stiff, but there are ways to engineer a much stronger clutch while preserving driveability!)
5. SRT has no aversion to you mounting a large intercooler up front. They actually made this part of the build very very easy.
6. This engine was MEANT for boost. It responds incredibly well to only a few PSI of boost. I can't imagine what a more Turbo friendly (a bit more lift) cam is going to do once we start turning the pressure up beyond 8 PSI (more is always better, yes??!!?) !!!! (I'm working with one of the big cam makers on a grind right now)
I am considering tuning for and running E85. However, I think that this big displacement motor will literally make more power at 15 PSI than anyone can use under 140 MPH. That, and your car stinks of alcohol, more specifically, vodka when running E85 and no cats. Trying explaining THAT when you get pulled over!
*Note: I believe 15-16 PSI is the limit with the stock compression ratio and 16-17 degrees of timing on 93 Octane.
7. I believe the bottom-end of this engine will easily live a long and happy life past 1,000 RWHP. (By way of turbocharging. I have no idea if it could live to this power level on Nitrous Oxide). I plan to prove that in the coming weeks/months. (and if I'm wrong, then thicker forged internals here I come!)
8. No mufflers necessary as the turbochargers act as great mufflers! The sound is pure sex! No more UPS truck sound! Sounds like a turbo Lambo now beyond 2000 RPM!
9. This car definitely needs a hood latch release lock-out so that when the doors are locked the hood is too! SRT, are you listening?
I'll post up some pics of the build in the next week or two when I have a bit more time. Please note, this setup is something that myself and two friends put together in a few weeks time. We ended up not building it to resell/a one-off so I'm not offering you anything here other than some mostly unknown information and perhaps a little comic relief.
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