My buddy took his Dodge STS fitted truck to the track last night. Hit 13.65 @ 104.7, beating his previous best ( similar setup ) NA run of 15.05 @ 91.
Now, the altitude correction factors here are one second. Track is 5200ft, 70 degrees. Following this, he has a 12 second truck! I still have not gotten an answer on FI vs NA correction factors, some say no difference while others ( my theory ) is there should be a separate model. Chime in with your thoughts.
He has a RCSB 2wd, 5200lbs race weight, 5.7L "Hemi", running 5psi on the base STS kit.

 

That is pretty fast Hey but I think the theory is that if you have forced induction altitude correction factors do not make that much of a diffrence anymore. I dont know if I am completly correct on that one. I will try to find an article that explains this a little more, give me some time.

I think from what I can remember under N/A the density of the air is playing a huge part because the denser the air the heaver it is. Therefore, the air travels a bit slower being that it is sucked in and heavy. While in F/A it is being forced in at more or less a contant PSI. So no matter how heavy it is it will still be forced at a constant rate. I know I sucked at explaining but that is more or less what I know.

That is why all those farmers in UTAH love those turbo diesels cause it does not make a diffrence. I mean no offence if you live in Utah!!

 

How is STS tuning those trucks?

 

Piggy back computer, i believe.

 

Well, umm, if you can't say anything nice.....
To be honest, a STS dealer in NJ and a few other customers have been working over the base kit with minimal assistance from STS itself. We need an extra injector in the intake, just before the TB, to assist with the higher fuel needs. It activates from a Hobbs style pressure switch, which is adjustable, and fires based off of the stock injector signal(s). There is a piggy back unit by PerfectPower, the SMT6, that is being successfully used by one guy in NC and the dealer in NJ is dropping off his ride shortly to get one installed.
STS actually detunes the kits to keep the computer from shutting down for torque management and boost levels read by the stock MAP. They remove the wastegate seat and drill holes in the WG piston to keep boost from coming on in low gears. Talk about turbo lag! Unfortunately, DaimlerChrysler is still holding out with its computer coding and access. There are a few rumors floating around but for now no items like LS1Edit or HPT. Even the injectors are unique, although installing higher flow models without the PCM algorithms would be moot anyway.
In all, I spent $20 on a self made harness and box to modify the MAP signal over the base STS kit. This let me put down 367 rwhp and 410 rwtq at 5psi on a Dynojet with my A/F at 11.3:1 thru the entire boost range.

 

how did i not say anything nice? I asked a question

 

Sorry, you misunderstood.
I meant I/me should not say anything cuz it might not be nice. Many of us Dodge STS folks are quite upset with them due to the lack of help solving the issues without assistance from them....

 

gotchya...

I was asking, because the guy that can tune the PCM for boost will be a rich man!!

 

No doubt about that my friend! He/she will have ( more of ) my money in a heartbeat, pun intended

 

No offense taken.

With a turbo, there isn't as much of a change when changing altitude because the wastegate setting keeps boost psi constant regardless of air density.

With a supercharger, boost psi is dependant on engine rpm and air density, so changing altitude changes your power just like a NA engine would.