WORLD's HIGHEST HP TAURUS SHO!!!

Discussion in 'Generation 4 - Performance Upgrades' started by bpd1151, Aug 10, 2014.

  1. ShelbyRacer78

    ShelbyRacer78 Member

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    Better be at nationals next year!
     
  2. typhoon5000

    typhoon5000 Ferd Enganear

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    Congrats man! :cool:
     
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  3. RedCandySHO

    RedCandySHO Canuck SHO 2

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    That is insane! How are you handling the additional fuel requirements?
     
  4. BamSHO

    BamSHO SHO Member

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    Other than methanol injection, its still the factory setup which is still amazing.
     
  5. bpd1151

    bpd1151 Lurking Around

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    How's everyone doing? Been super busy since returning from vacation. Sorry for any delays. Unintended.

    Not only have I had the monumental task of simply playing catch up at home, as well as at work, but I also got slammed with getting the kid's all squared away for school (registration, books, extra curricular activities, etc.). Whew! :nut:

    Anyhow, been very happy with the SHO since I've retrieved her from LMS.

    What I've noticed (with the DD tune file) is that the power comes on MUCH quicker, and it doesn't take me getting into the boost range, if at all, to elevate myself beyond posted speed limits. A testament to how strong the new motor actually is.

    Now, I plan on directing a lot of the questions posted thus far, to the staff at LMS to supply more technical answers, if they should so choose to do so, but I'll try to address given some of the info I was provided when I left their facility.

    Mind you, there was a lot of info and it was/is overwhelming. So I'll do my best.



    Seems like a lot of the questions center around fueling and drivetrain.

    As far as fueling goes, we are supplementing with 100% Methanol. Just as we have all along. However, we did upgrade to a dual meth nozzle set up.

    There's been ZERO change to the OEM Fuel System, and from what I was told, there was only a slight drop in LPFP across the board. Definitely looks normal.

    Where the drop was noticed, was on the high side (HPFP). On some WOT dyno pulls, the FRP dropped close to, or on/near the "bottom end" of where they'd prefer to see the HPFP at. Thus the reason to supplement with the Methanol.

    LMS is currently in development of/for a longer term fueling solution that will be significantly less reliant on the Methanol as a supplemental fuel source. It sounds exciting what their ideas are, and I look forward to yet another great development that will inevitably benefit all EB's across the board.




    Moving along, and pertaining to the drive train. Couple of things.

    As far as the Trans goes, I anticipate that a failure, at some point, will likely occur.

    The power #'s achieved on my car, were performed on a (INDUSTRY STANDARD) DynoJet 224x. As such, it goes without saying, that achieving 600+ on the DynoJet is something that's not going to be drive train friendly.

    In the interim, and in an attempt to prevent premature drive train failure(s), I have ordered up a set of the Megan Racing Coil Overs, as well as a complete set of BOTH front, and rear, adjustable sway bar end links, to help upgrade the suspension.

    With the new power levels, my fear is that if I were to run now on what suspension I have (all stock except the H&R's), that I'd have so much squat to/towards the rear axle, that weight transfer, will likely cause even more pronounced front wheel spin/hop. Which in turn, would result in premature (& undesired) drive train wear.

    In other words, I'm anticipating needing to stiffen up (primarily) the rear end, and to keep my car as level as possible when launching at the strip.

    Also looking into the possibility of developing a front end limiter (in addition to the coil overs) that will further help out in reducing the weight transfer respectively.

    It was communicated to me was that it is best to run the 525awhp file primarily for now, and then proceed from that point forward.

    Now I am aware that they (LMS) did plenty of pulls in excess of the 600+ threshold, and everything held solid. But what's achieved under controlled dyno conditions, versus all out, balls to the wall WOT track runs, are obviously two different paradigms.

    LMS felt fairly confident, that running the 617awhp file, with any degree of regularity, would certainly lead to drivetrain failures. Period. Not a matter of if, just simply when. And that window of when, is perceived to be a small one at best.

    When I asked what portions of the drivetrain are perceived to fail first, in relation to what I should be looking at (in order to begin dialogue with 'X' vendor for upgrades & prepare ahead of time) the answer provided was simply that it is, for all inclusive purposes, uncharted territory and is an unknown at this juncture.

    So I'll proceed with caution and begin the undertakings of looking for DEV's in the drive train arena. Any suggestions would be greatly appreciated.




    Umm what else? (trying to scan over the posts).....

    IDK bout drive ratio being affected.

    Price of build was commensurate to the amount of work performed. Pay to play as the old adage goes. I'm sure if one were to discuss with LMS staff directly, that price breaks would be provided, versus what may be floating around out there as far what my cost's were/are perceived to have been. No I will not disclose either as that's not (nor ever has been my position to do so). Again, I'll defer to LMS respectively.

    My old engine did not fail. I've been driving it all along. Not sure where that came from. However LMS did keep original motor as part of the deal I brokered with them.

    As far as estimated 1/4 times...... the below link was posted in another community, and may be of some of guidance:

    http://www.wallaceracing.com/et-hp-mph.php

    What's not clear though, is if their calculator is requesting WHP (wheel horse power) or CHP (crank horse power) to determine an end result?

    Not sure. If it's CHP, one has to keep in mind an approximate 22% drive train loss due to the AWD of the SHO.

    Either way, I'd predict a deep into the 11's result at some point after the suspension upgrades go onto the car. I'd hope NOT to cross into the 10's as then I'd be black flagged at most any track I go to, unless of course I put a cage in it.

    Caging, what is still a DD for me (for now) is NOT something I'm interested in doing. LOL.




    In closing, I am nothing less than amazed at the work LMS has performed (yet again) when it comes to not only me specifically, but also their entire contributions to the Ecoboost platform overall.

    Somehow saying thank you (repeatedly) just doesn't seem to be enough. :thankyou:

    I'm glad you guys/gals appreciate all the things I've done to my SHO over the years, and I will continue to keep trying to up the bar in the future. Thank you for all the positive comments.

    I always been impressed with my SHO personally, and fell in love with it at first sight. She's a (long term) keeper in my eyes. :omgsho:
     
  6. Calgary

    Calgary SHO Member

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    what i meant about the drive ratio was would the PP drive ratio be a better fit for such high numbers? ps i aint no mechanic just a curious thought
     
  7. bpd1151

    bpd1151 Lurking Around

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    Spoke to Dan Millen, owner of LMS and ran this question pertaining to drive ratios past him.....

    Dan communicated that stock for stock.... the PP equipped SHO (which has the 3.16 gear, versus the Non-PP SHO, which has the 2.77 gear) is slightly faster.

    Again, stock for stock.

    HOWEVER, once one starts modding them, the Non-PP is ACTUALLY FASTER.

    He explained that when he had his Non-PP 2010, he would routinely be faster than PP Equipped SHO's and the rationale was/is, is that the lower gearing, combined with the addition of more power (through tuning, bolt ons, etc.) allows for less wheel spin, and in turn, better traction, faster times as a result, etc.

    I'm hoping that that answers your question, yes?
     
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  8. Dave

    Dave SHO Lover

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    I think you meant the higher gearing on the Non-PP allows for less spin with added power of tune/bolt-ons, etc.
     
    Last edited: Aug 23, 2014
  9. SHOdded

    SHOdded SHO Member Supporting Member

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    Final drive ratio 3.16 vs 2.77 I think PP vs non PP.
     
  10. Dave

    Dave SHO Lover

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    Yes, those are the ratios. My point was that the Non PP has a higher gear not lower. (Edited my post above to be more clear about it.)
     
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  11. Livernois Motorsports

    Livernois Motorsports SHOForumSponsor Sponsoring Vendor

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  12. typhoon5000

    typhoon5000 Ferd Enganear

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    Reading the article linked above they say:

    So you better talk to that author and tell him to get his story straight! :nut:
     
  13. Toolman

    Toolman Boost it! Staff Member Club Mod

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    You know it!
     
  14. Livernois Motorsports

    Livernois Motorsports SHOForumSponsor Sponsoring Vendor

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    VERY soon we will have 2 SHO's hitting the streets that will blow out that Yamaha's title...AND WE DO MEAN BLOW OUT:omgsho:! STAY TUNED!

    [​IMG]
     
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  15. Toolman

    Toolman Boost it! Staff Member Club Mod

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    Looking forward to it! The only records yet to fall are the trap speeds for 1/4, 1/2 and mile. Only a matter of time...
     
  16. Toolman

    Toolman Boost it! Staff Member Club Mod

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    And I just noticed after I reported the pic, how the piston is "smiling" at you! That's cool.
     
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  17. rcryniak

    rcryniak Active Member

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    What are the trap speeds for 1/2 mile and mile?? I've not even heard of anyone running that. (I assume 1/4's still around 117mph, right?)
     
  18. yamahaSHO

    yamahaSHO E85 whore

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    I think Tony was 122 mph or so in the 1/4 mile.

    Should be easy to beat. Stock motor Subaru's are doing 134 mph in the 1/4 mile now. :)

    [youtube]ss4x-eFxzF4[/youtube]
     
  19. rcryniak

    rcryniak Active Member

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    Yes, I agree... that piston is just SHO SHMILEY

    [​IMG]
     
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  20. rcryniak

    rcryniak Active Member

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    I find it very hard to believe there's a 10 second WRX of any trim code that's pure stock. I don't buy it. lol
     
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