Exactly, but i think there are other tricks that got them there.
There is only so much drive train lose you can take out before its not awd anymore....

Also, have any of you heard of pre compressor injection...
http://www.cumminsforum.com/articles...eth/Page1.html

If those numbers are true, im willing to bet they went that route.
You can "physcially" only get so much air thru a certain sized opening.
Running x amount of boost doesnt guarantee x amount of power,
and tuning something to its climax only gives you the max power of the energy from the air available....

Air flow is power potiential; so rationally, they wouldve had to make more power per lb/ min than otherwise possible to achieve those numbers unless they found a way to make the 16g flow more lb/min of air than ever recorded possible or either their dyno was fluked.

Im not saying it cant be done, but its not practical, and im just reading between the lines some instead of being gullable.
But hey that can all be thrown out the window, what matters is what it does at the track....

 

I would like to hear Tom N's opinion on their claims?

 

I agree with the tuning part. There are a lot of small things that will help the car make more HP. But, Curt tunes his car to the point they are about to break. Just look at the timing he has it it.

 

No, actually in the thread they were saying this was done on a stock 7bolt motor WITH balance shafts, therefore its not like its on a bored out and blueprint balanced 10.1:1 compression racing motor or anything.

Not to mention i rememeber reading that the timing was only like 17 degs climbing to 24 to redline. That wouldnt be considered "aggressive" for someone trying to max out a turbo like that to that limit w/ high octane.

They said boost was spiking 30lbs and falling to like 24 by redline which is another normal thing on a 16g. For them to get those numbers id think they'd have to have a way to get it to hold max boost for a little longer than what was mentioned.
Stuff like that is making it hard to believe given that it was not a maxed out setup.

 

Most people don't run 24 degrees of timing at redline on race gas. It is usually about 19 to 21, and that is sometimes pushing it. I can see being able to run 24 degrees on vp import. But i just seems a little much for c16.

 

C16 needs alot of timing.
The 16g drops off so bad up top that you can get away with alot of timing on C16.
I dont disbelieve the numbers. When I hit 414hp I was so happy to have done something no had done yet that I packed it in right there and let Joe get on the dyno.
There was still more there as I found after further tuning at the track.
The trick is not just in tuning but in making sure all your parts are working together and not fighting each other. Lets also remember you can put your car on 3 diferent dynos and you will gat a diferent number on all of them.
But Curt has backed up his dyno numbers with more than impressive et`s every time. Curt is a good guy and has never done anything to make me think he would exagerate or post a dyno number he didnt believe in.
Also most good tuners are not going to reveal all thier little tuning secrets.
I will say this though.
There is a lot of hp to be found in learning how to get you a/f and timing working together through the whole power band for that magical number.

 

Curt always makes about 15% more hp than everyone else on every setup/turbo he plays with. There is nothing majic about his setup or tuning. He knows how to make a setup extremely light, yes. But There is a secret being held back that would disappoint most if revealed. Toms results were a typical maxed out setup. There wouldnt have been another 50hp without the secret.

 

Disappoint me!

 

i knew it, a tornado intake!!!

 

in conjunction with an e-turbo before the real turbo!!