Ever wonder what 800ft/lbs of Torque does to a transmission?
Apr 8, 2011, 02:26 AM
#122
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An 1,117 WHP Evo didn't even make 700 lb/ft and it revved over 11,000 RPM's. Having stated those figures, how does this car accomplish 800 ft/lbs?
Is it making 1300+WHP on a GTX47-88 revving to 14,500 RPM's?
Either way great work. The transmission is enough proof that there's serious torque on this car.
Is it making 1300+WHP on a GTX47-88 revving to 14,500 RPM's?
Either way great work. The transmission is enough proof that there's serious torque on this car.
Apr 8, 2011, 03:49 AM
#123
FWIW, I just tuned my friends 2.2L Toyota with a GT42R on E85 and it made like 650 ft-lbs @38 psi and 870 WHP. The engine breathes VERY well and this is high altitude, corrected numbers so the correction factor is like 1.15. 800 ft-lbs @ 38 psi (uncorrected) would be a ~40% increase in VE and I'm betting his engine is around 100% VE at peak torque.
140% Engine VE has definitely been done on other engines, particularly in the domestic world using some very strong pulse tuning methods. Don't think I've seen anything even close to that in the Import side though. Summary, interested to see the chart because you are talking about 5500 RPM or lower range for peak boost to keep HP in the 820-850 HP range with that torque. Even little turbos running that much boost have a hard time spooling that early on a dyno.
Anyway, as far as the transmissions goes, my friend broke a FWD DSM tranny in a similar fashion. Inspection showed that a couple large chunks of teeth likely broke off and then the chunks basically got pulled into the gears. Those chunks going into the gears is what ultimately fractured the case as it drove the two gears apart.
Case flex, poor surface lubrication, metal fatigue....there is a host of reasons on what can cause tooth failure if that was the initial failure point. But the Honda guys have similar problems with breaking cases and yet the gears being relatively unharmed. They have gone to billet aluminum bell housings and then a billet aluminum "hand cuff" that eliminates 5th gear and holds the shafts together.
140% Engine VE has definitely been done on other engines, particularly in the domestic world using some very strong pulse tuning methods. Don't think I've seen anything even close to that in the Import side though. Summary, interested to see the chart because you are talking about 5500 RPM or lower range for peak boost to keep HP in the 820-850 HP range with that torque. Even little turbos running that much boost have a hard time spooling that early on a dyno.
Anyway, as far as the transmissions goes, my friend broke a FWD DSM tranny in a similar fashion. Inspection showed that a couple large chunks of teeth likely broke off and then the chunks basically got pulled into the gears. Those chunks going into the gears is what ultimately fractured the case as it drove the two gears apart.
Case flex, poor surface lubrication, metal fatigue....there is a host of reasons on what can cause tooth failure if that was the initial failure point. But the Honda guys have similar problems with breaking cases and yet the gears being relatively unharmed. They have gone to billet aluminum bell housings and then a billet aluminum "hand cuff" that eliminates 5th gear and holds the shafts together.
Apr 8, 2011, 04:10 PM
#129
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FWIW, I just tuned my friends 2.2L Toyota with a GT42R on E85 and it made like 650 ft-lbs @38 psi and 870 WHP. The engine breathes VERY well and this is high altitude, corrected numbers so the correction factor is like 1.15. 800 ft-lbs @ 38 psi (uncorrected) would be a ~40% increase in VE and I'm betting his engine is around 100% VE at peak torque.
140% Engine VE has definitely been done on other engines, particularly in the domestic world using some very strong pulse tuning methods. Don't think I've seen anything even close to that in the Import side though. Summary, interested to see the chart because you are talking about 5500 RPM or lower range for peak boost to keep HP in the 820-850 HP range with that torque. Even little turbos running that much boost have a hard time spooling that early on a dyno.
140% Engine VE has definitely been done on other engines, particularly in the domestic world using some very strong pulse tuning methods. Don't think I've seen anything even close to that in the Import side though. Summary, interested to see the chart because you are talking about 5500 RPM or lower range for peak boost to keep HP in the 820-850 HP range with that torque. Even little turbos running that much boost have a hard time spooling that early on a dyno.
Apr 8, 2011, 06:01 PM
#130
I was there and I have a pic of the graph so I know it happened; even have a video of the pull. Still don't believe it!
My friend Tony owns the shop that was doing the dyno testing. There was no bull**** correction factors or other tricks to inflate the numbers. Everyone
there was using the same settings.
Apr 8, 2011, 06:56 PM
#131
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I was there and I have a pic of the graph so I know it happened; even have a video of the pull. Still don't believe it!
My friend Tony owns the shop that was doing the dyno testing. There was no bull**** correction factors or other tricks to inflate the numbers. Everyone
there was using the same settings.
My friend Tony owns the shop that was doing the dyno testing. There was no bull**** correction factors or other tricks to inflate the numbers. Everyone
there was using the same settings.
I think about 40 people have told me they have pics of the graph or video of the pull. You guys have more media on it than we do I think.
Apr 8, 2011, 07:25 PM
#132
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I was thinking the same thing. I've seen that happen a lot of low budget builds and amateur hour mechanics. Seeing the build quality shown in the few pictures he's shared, I don't think that's the case.
Apr 8, 2011, 10:03 PM
#133
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This thread is pointless. Everyone is gonna ask the same damn questions over and over again. Pics,dyno sheets bla bla bla. Let's just wait and see what the op is gonna show us later
Apr 9, 2011, 12:38 AM
#135
This is why it's often best to wait before posting about such a success until you can fully support the claim. You have to expect skeptics when no real data is posted yet a claim is made that is FAR outside of what is the normal results.
I find it very hard to believe that the head is what's responsible though. It takes considerable pulse tuning to get that kind of VE which means solid intake and exhaust manifold tuning along with a proper cam selection.
Even then, best I've seen has been in the 120% VE range on a turbocharged engine. 20% above that is like the difference between a stock motor and that 120% engine... It's very significant.
I find it very hard to believe that the head is what's responsible though. It takes considerable pulse tuning to get that kind of VE which means solid intake and exhaust manifold tuning along with a proper cam selection.
Even then, best I've seen has been in the 120% VE range on a turbocharged engine. 20% above that is like the difference between a stock motor and that 120% engine... It's very significant.