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Sounds like they're using the old price as the base. I'll have the guys check on that. But yes, they're on sale currently for $674 which is a stupid good deal :) -- Ed

The first two are full frame options which come with a much more complicated setup and installation, more parts (EWG, BOV, DP, Adapters, Inlet, Intake, etc, etc), and of course a much higher price tag. Most full frame options that size also spool a good bit later than the Typhoon. -- Ed

Its not using an IS38 housing. Where did I say that? Sources are about 5 cars that we've worked on tuning with them. Most stay quiet. The issues are with boost control, lag, and overall performance. As I said, I know that a couple people have had success, but its hard to pin point since the...

I'd say spool is similar to a 770 in similar housings. It does spool faster than most full frame 770's out there. -- Ed

Those are more of a full frame thing and a lot more money. There are also endless revisions... it seems like every turbo he comes out with is different. Many people have had issues, a few have had some success. -- Ed

The 770 is good for about 600whp max unless you overspin the hell out of it. Then it can make more power, but shaft speeds get very high and reliability takes a major hit. We tested the 770 wheel package and ended up revising things for our Typhoon because of the issues we saw with the 770. When...

We have torture tested these pumps and have been running them in quite a few cars for a while now. We're confident that the performance and reliability match the OEM pumps. And of course, we always stand behind our products if anything does happen. -- Ed

Only way to make it work would be to basically force you guys to use specific bolt-on parts like intakes, intercoolers, etc.

The LPFP is being run all out on pretty much all staged tunes for stock LPFP. We haven't seen any issues with longevity. -- Ed

Custom tunes are not generally pre-loaded. -- Ed

We have many customers actively tracking their cars on our tunes. You need to address cooling for sure, and possibly fuel quality. You can always add some 100 octane from the pump at the track. PCV may be another factor. The stock tune will end up pulling a lot of timing in similar conditions...

You probably have something rubbing.

Usually over 5500RPM is where injection window starts to become an issue. -- Ed

Not at all the case on modern cars, especially DI. DI is set up to work at a very wide range of rail pressures as the pressure is not nearly as stable as a classic PI only system. -- Ed

This is mostly true for a stock tune, but not so much for a performance tune that is trying to maximize power under all conditions. In this type of strategy, the fueling requirement is definitely higher in colder weather. -- Ed

The HPFP is operated via the exhaust cam, so its flow is proportional to RPM (at higher RPM it can hold more pressure and flow more fuel than at lower RPM). Having the HPFP max out and drop some pressure in the mid range is not a problem because there is plenty of injection window available at...

Sorry, but no. At this time we only offer staged tunes via the Cobb platform. We also support Ecutek, but only for custom tuning. So you do have to purchase an AccessPort to be able to use our staged tunes. But keep in mind that you don’t actually have to do anything with it beyond install the...

That’s asking for trouble on this one.

There's absolutely nothing wrong in using a flow bench for design and testing. The issue lies in using the appropriate flow bench to achieve the expected flow rates for specific parts without having to extrapolate results from lower flow rates. The other issue is solely using flow bench results...

Our TCU tunes do exactly this. The shift points and shift aggressiveness is highly dependent on throttle input, especially so in D mode. While our tunes can be mixed and matched and used with other company's ECU and TCU tunes, we can never guarantee expected performance and behavior when doing...