20 hours of driving, 3 dudes dancing to early 2000s techno, one caged tiger, and a whole lotta racing. TX2K is always an awesome time, and the road trip down is usually just as eventful. We put together some snaps of the first couple days at Royal Purple, hope you all enjoy! Make sure to follow along on instagram at @DYNOSTY.
For the better part of a decade, the team at Dynosty has been churning out insane street cars for clients all over the world. In 2015, our commander in chief had his eyes set on a fresh platform. The new era of performance vehicles has brought on a wave of technology, precision, and potential we could only dream about in the early 2000s. Stock motor vehicles making upwards of 1000whp, AWD GTR’s pushing 2000hp, a completely stock Corvette that can turn 10 second 1/4 mile times. When you put the progression into perspective, this industry is entering into an exciting time. When we went to the drawing board, the obvious candidate was the S550 Mustang. The 5.0 motors were proven already, and Ford went ahead and gave us the comfort of IRS. Many die hard racers hate IRS, opting only for solid axle vehicles. Dynosty is the opposite, we’ve gone bottom 9s on IRS equipped, 6 speed 350Zs for years. We entered a coyote cheat code and grabbed an extra 1.5L of engine displacement over the VQ35, so now we can really turn the wick up!
2016 Mustang Gt, base model, 6 speed, 11 miles on the odometer.
When 2016 ‘base model’ interior trumps ANYTHING from Ford in the 2000’s.
Last, but not least; the heart of the future.
So now that you’re all caught up with the direction of Dynosty….What do we have planned for the ol’ 2016 GT? The formula is simple and outlined below. With a few proprietary details left out :).
Dynosty Stage 4 Longbock (1400hp Capable)
TwinTurboMustang.Net Built, Twin Turbo Kit
Twin Dynosty Spec Precision 6466s
Twin Tial Q BOV
Fore Innovations Fuel Pump Hanger
Dynosty Spec Fuel System Plumbing
Mcleod Racing Twin Disc Custom Clutch
Racestar Drag Pack
BC Racing Coilover Suspension (front)
Viking Suspension (rear)
Driveshaft Shop Axles
Driveshaft Shop Carbon Fiber Driveshaft
Dynosty Spec EMS and Harness (full standalone)
Watson Racing Bolt-in Roll Bar
Dynosty Spec Custom Rear Seat Delete
Removal of the stock engine and transmission. (11 miles is enough, lets let her eat)
Tearing apart a perfectly good engine and Dynosty Spec it.
Manley stepped up huge to help us out! Thanks again boys!
Knock out the fueling needs, interior, and the drivetrain/clutch duty!
PULSE CHECK: ARE YOU STILL WITH US? Perfect.
Here comes the fun part. Motor is assembled, transmission is bolted up, suspension is getting sorted, and we’re ready to drop this beast back inside the frame rails. The only difference now is a couple Precision 6466 turbochargers hanging off each cylinder head. For the last few months everyone has told us our goal power level will crack the block in half, explode the transmission, grenade the rear end, and so on. Our response has always remained steadfast; bring it on. If it breaks? We build it stronger.
For now, we are aiming to create an insane STREET car, with all the comforts of a brand new vehicle.
AC? Working. Power Steering? Working. Sound System with 90s techno blasting? You bet.
The Meat and Potatoes……
Once we had the heart of the beast back in place, we were able to dial it in and start making some pulls on the dynojet. We we’re all hopeful it would eclipse 1000whp with relative ease. After narrowing down a couple gremlins in the tune, we began seeing the power rise. We ended up hitting 1264whp before the Mickey Thompsons started spinning on the rollers. We grabbed Marcus and Brock and had them crouch in the trunk for the next pull… Hovering between 28-32psi.
In an upcoming blog post, you will see the transition of our newest shop car, a 2016 Mustang GT. It will sport a fully built Dynosty Spec Longblock, twin 6466s, and all the supporting modifications needed. In order to put the power to the ground, we addressed a few chassis components that left much to the imagination. First on the list? The stock, rubber, motor mounts.
Once we removed the unit, we drew up the plan to cut new ones from a solid block of billet aluminum, and the results were quite impressive. Now, you can save weight (~4.5Lbs), add rigidity, and keep that motor from flexing back and forth in your subframe!
Details on our introductory sale:
Holley has been around the block in the performance industry. They have an incredible R&D department, highly skilled engineers, a high level of quality control, and a tight grip on responding to enthusiast needs. That being said, we always take great pride in working with them directly. Resident Holley media coordinator Alex, brought us his F Body for some calibration utilizing Holley’s Dominator EFI system.
It was quickly apparent that we would surpass the abilities of his Magnafuel 750 pump, and need an upgrade to reach his goals. We reached out to Alex as his car was climbing beyond 800whp with the information we had. A few calls later and Alex was on his way from Bowling Green to Louisville, with the worlds first and only Ultra Dominator fuel pump. We’re talking dual -10 AN inlets, 3000hp capable, as quiet as possible, one of the sleekest designs on the market. This pump comes with it’s own standalone controllers, and a level of craftsmanship NASA could learn from.
Check out this link for some great info from LSXTV : PRI 2015: Holley’s New Brushless Fuel Pumps and Controller
After a few talks with Colin (Holley’s number one parts guru) we had everything needed to set this thing up for some killer dyno pulls. Our shop foreman Brock was able to knock out the install on the unit, which we proudly showcase below. The pump-specific regulator required a custom bracket to be made in place of his previous unit, which any DIYer can knock out. The wiring portion of the pump was extremely straight forward. Utilizing dual relays, we are able to trigger this bad boy on with the ECU. From a noise standpoint, the pump is a bit louder than an in tank pump, but nowhere near the likes of an A1000 Aeromotive. We also sourced all new -16 AN line and fittings to give his air to water tank a better seal, as well as a ball valve for easy draining on track days!
Stay tuned for dyno updates as well as engine bay pictures. This thing is going to shake the rafters!
THANKS AGAIN TO HOLLEY PERFORMANCE!
Chris brought us his super clean 370z for some #Halibration. Managed to smooth out the power band from a starting point of just over 400whp, and end up at a healthy 429whp! Pics and dyno graph below! Thank you again Chris!
#Stillen #370Z #Nismo #Supercharged
If you grew up in the suburbs of Chicago, there were a few spots people would congregate with their cars. The weekends would flood Strats Diner on North Avenue, Streets of Woodfield in Schaumburg, and countless side roads and parking lots. The one steadfast image at all of these locations was the now iconic AMS Performance front mount intercooler. Setting up a grudge race with an AMS supported car was almost a sure loss on the street. Bear in mind, this is a company that’s kept its nose to the grindstone, turning out quality build after quality build for years. They have performance down to a science.
Now let’s push fast forward from their inception to present day, and focus in on their Alpha line for the R35 GTR chassis. The Alpha series is already dominating the streets/tracks across the nation, but AMS dropped an entire new lineup on the community, and it’s good…so good.
Taken directly from AMSPerformance.com:
“The new X kits are a total transformation from the widely popular AMS Performance ALPHA 10, 12 and 16 turbo kits. Quite literally every part of the kit is now improved. From the exhaust header to the intake to the downpipe, the kit was designed to pull more air in and get more air out making more horsepower than before. The process starts with our totally redesigned tubular exhaust manifold. Gone are the 1.5” internal diameter runners found on the ALPHA 10 and 12 kit. 2.0″ external diameter runners (1.7” internal) feed the new ALPHA X line turbo kits. They are not just larger but designed in way to feed the exhaust gasses as efficiently as possible to the new X line turbos.
“The new X line turbochargers don’t just make more power but do so with no loss in spool vs their standard ALPHA 10 and 12 counterpart. By implementing proven Garrett GTX based billet ball bearing turbos we have successfully delivered you more horsepower throughout the entire powerband! These turbos also are able to sustain higher boost levels. To further improve power output we designed new custom casted 4″ ALPHA compressor covers. The new cover increases the compressor inlet size from 3” to a full 4” cover. The compressor discharge is also not only larger at 2.5” vs 2” but the routing of that discharge was maximized with a super smooth radius to allow the best possible flow given the space constraints of the GT-R. This is then fed into our high velocity cast 2.5” to 3” lower intercooler pipe. This new pipe offers you a drastic improvement in airflow vs its predecessor and transitions with the highest efficiency into 3” intercooler piping.
“Preliminary testing of these new X turbos with our prototype kits without the benefits of the new compressor covers, 4″ intakes or larger downpipes have already shown a 100whp increase on the 10X vs the 10 and over 125whp increase on the 12X vs the 12. With the turbos alone we’ve seen 1200+WHP with the 10X and 1500+WHP for the 12X. All this is accomplished without sacrificing anything in terms of spool up time or power delivery.”
Now taking a step back, we can only appreciate the insane amount of testing and engineering involved to accomplish the mixture of power and drivability in this new system. Keep in mind, 1700hp capable, with your A/C keeping your feet chilly in the summer time. There are full blown race cars, hacked up and hanging single 100mm+ turbochargers off the longblocks producing less power, with sweaty feet all summer long. This is our tip of the hat to AMS Performance! We are a proud distributor and authorized installer of these products. We look forward to utilizing these systems to create Kentucky’s most feared street cars!
If you’re viewing this blog post, chances are you have an idea of the real world difference between off the shelf canned tunes and a complete custom calibration. For many, mail order calibrations based on vehicle notes (modifications/driving style etc) is the only option. Truth be told, the people that arrive to us with canned/basemap calibrations end up being lifetime clients once we’ve given their ECU a once over. Drivability is one of our biggest concerns, WOT is fairly simple in comparison. We believe this to be what separates us from the pack!
(Not a BRZ pictured above, I know, but look at that quality keyboard control #HalibrationStation)
MOVING ALONG…..We had a great example of the contrast between the two tuning styles with Sam’s BRZ. It arrived to our shop with a mixture of small issues. Boost level was inconsistent, AFR was pig rich in various spots on the map, would die out in traffic regularly, choppy low speed/low RPM cruising, so on and so forth. From a mechanical standpoint, we battled boost levels a bit but ended up getting the curve where we needed it. On 7-8lbs of boost, we were able to churn out 315-320whp from run to run with great consistency. The turbo kit is a custom unit built by Driven Performance, and uses an internally gated Borg Warner, front mount, full exhaust, stock injectors. The kit looked to be great quality with much attention to detail. The FR-S/BRZ community has been one of our biggest supporters in recent years. We have invested hundreds of hours in seat time to learn these systems front to back, all in the name of passing that knowledge into our clients ECUs! For a calibration like this, give us a call M-F 8-5pm EST. Our schedule gets more and more dense closer to spring time, we will do all we can to get you on the rollers as soon as you need!
Dynosty is very familiar with high horsepower, high revving, small displacement situations. The Mitsubishi Evolution has always had a lock on this market and continues to support some of the fastest 4 cylinder programs in the world. When Josh brought us his Evo the build would quickly become one of the more serious contenders in the Louisville import scene.
The vehicle features a slew of impressive aftermarket components. From the outside alone you can see an insanely clean chassis, Cusco bits, Volk wheels, carbon goodies, Rotora brake kit, Bride seats, Takata harnesses, so on and so forth. The majority of builds that incorporate these components tend to leave the drive-train fairly tame. Josh went entirely the opposite direction. The cornerstone of the build would incorporate a Dynosty-Spec stroker motor coupled to a Shep Racing transmission to lay all 853whp to the ground. an ETS manifold would feed a Precision 6466 Gen 2 turbo, while being regulated by twin Tial wastegates. Boost would enter the motor through one of AMS performance‘s intake manifolds, and a complete custom 3.5″ downpipe, pie cut and tig welded in house would evacuate exhaust gasses.
As with all of our builds, Hal would be the man behind the controls on the calibration, or what we have grown to call the HALibration. Haltech supplies the switches with another impressive Elite 2500 ECU. Integrated to the chassis/engine with a custom Dynosty jumper harness. The power band of the setup is insane, keeping any passenger pinned for the duration of the pull. If you’re interested in a setup like this, give our sales team a call. We are located in Louisville, Kentucky, and can help provide transport for out of state customers!
We received a call from a client regarding an issue with a tune on his newly acquired ZL1 Camaro. The car was already modified and sent on the way to the original owner with, lets just call it, a ‘rough’ tune. We can only assume this helped the original owner decide to part ways with the vehicle, and eventually brought Dynosty into the equation. We strapped the 4,000 mile car down to the rollers after evaluating the modifications listed on the original shops build sheet:
Pulley combination good for ~12psi, 1″ 7/8 longtube headers to a catback exhaust, cold air intake, aftermarket camshaft/valvetrain.
The thing that struck us; was the lack of any fueling to help keep this combination safe to romp around on the street. Stock ZL1 fuel pumps can see 650-700whp, ideally we like to see them upgraded as they tend to lose some pressure up top, but the stock injectors are another animal. At WOT we watched AFR climb to a scary 13.5:1 and decided to abort the run. How long exactly was the car being driven like this? We were unsure. We were positive that a call to our friends at Injector Dynamics would solve these issues.
In went a set of their proven ID850s and back on the rollers we went. After a few hours of fine tuning drivability and WOT, Hal finished the dyno session at an impressive 673Whp 652Tq. All on boost levels that could easily be increased with a simple pulley change, offering our client room to grow in the future! We love working with these LSX platforms, looking forward to an exciting spring!
Dynosty has been involved in the LSX world since we opened our doors, but through the years found it difficult to rely on a ONE stop shop for entire valvetrain and camshaft selection. We found many “name-brand” valve springs didn’t live up to expectation, causing issues within 3-5,000 miles. This was creating headaches for DIYers across the country. When Brian Tooley Racing entered the market, they single handedly changed the game. Being local to Kentucky, and offering next day shipping to our location in Louisville was an added perk! With a variety of packages to suit goals from mild to wild, we work hand in hand with their staff to bring you the best results. Big thank you’s go out to the whole team at BTR for their prompt shipping and great selection!
We are a DIRECT dealer of the BTR lineup, and offer exclusive pricing to Dynosty clients. We can provide complete, professional installation and tuning, as well as complete packages shipped to your door for at home technicians! Give us a ring in sales at (502) 384-8882