Well thanks to all of Nine Ball's (Tony) stories and videos just driving me crazy, I took the first step to salvation and I dumped the paxton fuel setup and now have my have my paxton Gen 3 tuned with the new injectors, 2 bar MAP, new fuel pump and the SCT. The car put down 718rwhp and 655rwtq on 7-8lbs of boost (stock pulley). Still has the full stock exhaust just without cats. No headers. I also installed a Snow Performance **** injection kit on the car.
The gas mileage improvement when "easy driving" alone was worth the tune. It literally is a totally different car.
The torque now is as flat as a table with 550lbs at 2,500rpms, then hits 600lbs at 3,600 rpms and carries over 600lbs through to 6,000rpm. The drivability and how hard the blower seems to hit now is night and day from what it was prior to the swap. Before tuning it with SCT the car always felt "laggy" and was not smooth at all when the boost came on.
The car picked up 77rwhp and almost 100rwtq in the midrange, and about 65rwhp at the top end.
What made the biggest difference I think with the SCT setup, is that the AVERAGE rwhp from 4,800 to 6,000 rpm is 660rwhp. At 6,000rpm (when we stopped the runs) the rwhp had not flattened out at all and was still climbing....
At 4,500rpm it was already making 570rwhp (that might be more than a Gen IV or V makes at over 6,000rpm). Dumping the FMU and using the SCT is definitely they way to go on these paxton Gen 3's.
I ran a 10.64 @ 137.27 in the 1/4 with it. Stock gears, stock rims and Nitto NT05R's.
Now I just need some forged rods & pistons. With a 10lb pulley I would think it would be close to or just over 800rwhp which would be as far as I would go on a street car. Anything over that and I think too much (i.e. $$$) stuff would have to be addressed in the driveline and other supporting components.
Tony is right that a twin turbo would always be the way to go if you want more than say 800rwhp. But if staying under that power level was okay, for how fun this car is to drive now, the paxton is a simple and fairly inexpensive choice. If I had to do it over again I would have just saved some $$ and just bought a paxton "tuner" kit which is quite a bit less expensive.
Figure all in you could duplicate my car for under $12K.
The gas mileage improvement when "easy driving" alone was worth the tune. It literally is a totally different car.
The torque now is as flat as a table with 550lbs at 2,500rpms, then hits 600lbs at 3,600 rpms and carries over 600lbs through to 6,000rpm. The drivability and how hard the blower seems to hit now is night and day from what it was prior to the swap. Before tuning it with SCT the car always felt "laggy" and was not smooth at all when the boost came on.
The car picked up 77rwhp and almost 100rwtq in the midrange, and about 65rwhp at the top end.
What made the biggest difference I think with the SCT setup, is that the AVERAGE rwhp from 4,800 to 6,000 rpm is 660rwhp. At 6,000rpm (when we stopped the runs) the rwhp had not flattened out at all and was still climbing....
At 4,500rpm it was already making 570rwhp (that might be more than a Gen IV or V makes at over 6,000rpm). Dumping the FMU and using the SCT is definitely they way to go on these paxton Gen 3's.
I ran a 10.64 @ 137.27 in the 1/4 with it. Stock gears, stock rims and Nitto NT05R's.
Now I just need some forged rods & pistons. With a 10lb pulley I would think it would be close to or just over 800rwhp which would be as far as I would go on a street car. Anything over that and I think too much (i.e. $$$) stuff would have to be addressed in the driveline and other supporting components.
Tony is right that a twin turbo would always be the way to go if you want more than say 800rwhp. But if staying under that power level was okay, for how fun this car is to drive now, the paxton is a simple and fairly inexpensive choice. If I had to do it over again I would have just saved some $$ and just bought a paxton "tuner" kit which is quite a bit less expensive.
Figure all in you could duplicate my car for under $12K.
