K-Jet RST's running primative methods of boost control often suffer boost spikes. So, for example, it might hit 25psi, then drop almost immediately to a lower figure. This shows as an over-inflated Torque spike on an RR graph.

It also results in wheelspin on the rollers and broken gearboxes on the road. It will also drastically shorten the life of the clutch.

For example. Take my old spec, well one of them. Low comp bottom end, Stage 3 T3, standard head, CVH34 cam etc. I used to run lots of boost, like 26-28psi spike. It made 290lb/ft, then dropped like a stone straight after. I will try and find a graph of that. I'm sure I have one.

Once I ported the head and fitted bigger vavles, the car immediately lost Torque. Down to around 250lb/ft, but less of a spike and holding onto it much better. The result was a car that was kinder to the transmission and FAR nicer to drive.

Now I am back up to 290lb/ft, but with the same smoother characteristics, so it's hard on the transmission again, because the clutches just aren't designed to deal with this amount of Torque.

Turboboss' Twin Plate set-up is what I would like to fit to mine, but, by taking out a weak-link, I worry about the next link in the chain. This will be Drive-shafts, Gears etc. So, the moral is guys, don't consider these kinds of upgrades unless you can afford to look at the whole bigger picture.

Also, contrary to what I said above, the head-porting reference was given as an example, don't assume that head porting is the answer to everyone's problems. I still believe that a standard'ish head is the way forward until at least 220bhp.

Hope this helps.