Wilson V2 - FP Green results
Oct 20, 2008, 09:23 PM
#1
Wilson V2 - FP Green results
Many members here have been asking to see data on the Wilson V2 manifold-stock turbo combo. In an attemp to maximize my pump gas set-up, I elected to upgrade from my Buschur ported manifold to the Wilson V2. I selected the V2
because of it's stock appearance and craftmanship. I was eager to see the results so I made an appointment with TTP-E so Scott can refine the existing tune. The only modifications that were added from my last tuning session was a SparkTech COP (non-cdi) and the V2. Well, after the tuning session was over, results were not what I was expecting. At this time, I will wait for Scott to post the graphs and over-lays. The fact is Im down on power with the addition of the V2. We took a look at the graphs and Scott came up with a few conclusions. The one that made sense was my turbo. It appears that the Green at 27 psi peek cannot flow enough air to take full advantage of the manifold. Take into consideration that I also have a BR 65mm TB, the V2, and a BR Stage 3 head and block. There seems to be plenty of flow, just not enough to sustain the boost at the higher RPM's. It seems that all the V2 owners are boosting 32 psi and higher on FP Red and larger turbos. I elected to share my results because there's really not alot of information available on this particular set-up. I'd like to compare data and hear what others have to say. Im not an expert, Im here to learn as much as possible. Thanks to Scott of TTP-E for taking time on his off-day to do this. Thanks to Mike at AWD and Cwill for the install!
because of it's stock appearance and craftmanship. I was eager to see the results so I made an appointment with TTP-E so Scott can refine the existing tune. The only modifications that were added from my last tuning session was a SparkTech COP (non-cdi) and the V2. Well, after the tuning session was over, results were not what I was expecting. At this time, I will wait for Scott to post the graphs and over-lays. The fact is Im down on power with the addition of the V2. We took a look at the graphs and Scott came up with a few conclusions. The one that made sense was my turbo. It appears that the Green at 27 psi peek cannot flow enough air to take full advantage of the manifold. Take into consideration that I also have a BR 65mm TB, the V2, and a BR Stage 3 head and block. There seems to be plenty of flow, just not enough to sustain the boost at the higher RPM's. It seems that all the V2 owners are boosting 32 psi and higher on FP Red and larger turbos. I elected to share my results because there's really not alot of information available on this particular set-up. I'd like to compare data and hear what others have to say. Im not an expert, Im here to learn as much as possible. Thanks to Scott of TTP-E for taking time on his off-day to do this. Thanks to Mike at AWD and Cwill for the install!
You are not dealing with a rookie here.
Oct 20, 2008, 09:57 PM
#7
Evolved Member
iTrader: (64)
Join Date: Jan 2007
Location: Florida
Posts: 3,377
Likes: 0
Received 0 Likes
on
0 Posts
thats why I put question mark.As I remember Indy never suggested the V2 on smaller than 30R/35R?(maybe Im wrong)
Last edited by evovin; Oct 20, 2008 at 10:00 PM.
Trending Topics
Oct 20, 2008, 10:07 PM
#8
sorry if I hurt your feelings... thats why I put question mark.
As I remember Indy never suggested the V2 on smaller than 30R/35R?(maybe Im wrong)
As I remember Indy never suggested the V2 on smaller than 30R/35R?(maybe Im wrong)
Im not blaming anyone, this is not the end of the world. My opnion is that I need a better flowing turbo to take full advantage of my set-up. Actually not a bad problem to have.
Oct 20, 2008, 11:05 PM
#11
Average power loss was about 40whp. Peak to peak was 426whp on stock intake manifold to the Wilson V2 at 399whp.
Did not know you were using a Sparktech ignition system Ozzie. Would have been an interesting test to remove the system and retest the power to insure we have isolated the deficiency.
From the outside it appears the V/E of the manifold, head and FullRace manifold make the boost drop off quickly, losing tremendous torque and dropping power off on top.
Did not know you were using a Sparktech ignition system Ozzie. Would have been an interesting test to remove the system and retest the power to insure we have isolated the deficiency.
From the outside it appears the V/E of the manifold, head and FullRace manifold make the boost drop off quickly, losing tremendous torque and dropping power off on top.
Last edited by TTP Engineering; Oct 20, 2008 at 11:09 PM.
Oct 21, 2008, 06:00 AM
#13
same question as razorlab has. Also, the V2 was designed for the higher rpm, boost engines and the V0 for the street type applications. Velocity of air is possibly the culprit too. My original build was on stock size valves and lighter head porting for precisely this reason.
Oct 21, 2008, 09:22 AM
#15
Very interesting.
I don't personally feel there should have been a power loss over 5500 rpm or so. Under that there is a loss over the stock/ported stock intakes.
How far apart were the dyno pulls conducted? Was this all done on the same day? If not then it's hard to say what the problem is.
Any chance of posting the before and after sheets just to look at them.
Sorry to hear it's down on power.
I don't personally feel there should have been a power loss over 5500 rpm or so. Under that there is a loss over the stock/ported stock intakes.
How far apart were the dyno pulls conducted? Was this all done on the same day? If not then it's hard to say what the problem is.
Any chance of posting the before and after sheets just to look at them.
Sorry to hear it's down on power.