+1

 

Mods



l8r)

 

aw i'm sad there's massive power taper after 7 :[ i guess 50 trim is only good til 7k?

 

You're mistaken, that taper in the graph that you are seeing is the torque curve. But if you look at the horsepower curve it climbs all the way to the end of the rev range.

Anyhow for mid-range to high rpm racing, although it appears that the tq curve tapers after 7000 RPM's so what? You'd probably be shifting to the next higher gear by then.

In addition for mid-range to top end racing thats where having a massive power curve comes in....

 

He is not mistaken , the power tapers hard after 7. You need a bigger turbo to make hp climb till redline.... or at least a laggier one.

Scorke

 

The power does taper a bit, but the tq curve tapers more.....I think this is characteristic of most turbos...

i also wanted to add by the time you get that high in RPM's its about time to shift to the next higher gear

For arguments sake I think the taper on the tq. curve of this FP Green turbo is more severe, it begins aroun 4300 RPM's and tapers sharply all the way to 7000 RPM's. If you look at the 50 Trims tq curve the Tq curve is flat across the board till it starts to taper off at 7000 RPM's




Same thing here:
https://www.evolutionm.net/forums/sh...7&postcount=12

 

I don't get what you trying to say? Do you think 50 trims make more hp or less or more tq or less or what are you saying sorry?

Scorke

 

well you have to understand that i'm coming from the perspective that ludi is running a 2.0

2.0s can run pretty high and ludi is hooked up for it with head work and intake mani etc.

 

I don't know if this (the 50-trim) is on a low-reading dynojet, or what, but it's only making stage 1 Evo #'s until 6k...

the torque is nice and flat all the way to 7k, but only around 300ft-lbs?

also, according to that dynograph he would need to shift around 8k; shifting at only 7k would actually make him lose power in the next gear.

Just seems that this powerband is somewhat shifted to the topend, i don't know if the cam timing, or the 280's, or the AMS VSR mani is responsible...

An FP3065 may have fit your needs better in this case...

 

If you consider the stock gearing, then the torque curve on my car is exactly what I wanted ... i.e., shift points fall around 8500 RPM.

You'd have to step up to a 35r if you want a flatter torque curve, and even then, the pump gas octane will start to be a limiting factor. A 2.3L with a 35r is a pretty sweet setup if you want a nice flat torque curve.

l8r)

 

but you're losing power after 7k... i'm not worried about flat torque or whatever... but making power til redline is important... otherwise you just swapped your stock 6.5k and above noisemaker for a 7k and above noise maker.

i mean that's a lil exagerated... but let's hear your personal feeling... does it pull all the way to redline from the butt dyno's perspective?

 

From the butt dyno perspective it pulls pretty hard until between 8000 and 8500 rpm.

So let's look at the issue of power versus gearing. I've always been under the assumption that as long as the car is putting more power to the ground in its current gear than if I were in the next gear, then I do not shift yet. Ultimately you'd want to shift as soon as your car can put down more power in the next gear.

If you look at the attached chart, I've put together a comparison between my car when it was stock vs. Vishnu stage 1+ vs. AMS 50 trim. Every time I look at this graph it always amazes me how perfectly chose the stock gear ratios. Each data point represents a 500 RPM difference in RPM. The AMS graphs have 9000 RPM as the right-most data point in each line. The stock and stage 1+ have 7500 RPM as the right-most data point in each line.

So now let's assume that I can hold my torque for another 500 RPM, so that peak torque is now at ~7500 instead of 7000 RPM. That just means that the power will start to fall off approximately 500 RPM later, and given the stock gearing I now would have to shift at ~9000 RPM to fully utilize my gearing.

IMO it is not very reasonable to start to push the powerband so high that the limiting factor is now the engine's ability to operate at ever higher RPM. As it stands right now, I think my engine is decently balanced between RPM limit, gearing, and powerband. If I were to go with a bigger turbo, then I would either have to shift higher or still shift at ~8500 RPM, but live with the fact that I am leaving some power on the table...

If my car still had the stock block and stock valvetrain, then it would have been pointless to invest in the ported head, intake and HKS 280s.

l8r)

 

I'm not saying either, what I'm saying is that the 50 Trim holds power and tq much better than the FP green does....

 

Sorry wrong link. But people have hit 10's a plenty with the 50Trim. They do it on the 20G too, it's all in the build and tuning.

 

Yeah, they just don't it on the track or something?

Scorke