388whp on OUR dyno
Nov 16, 2003, 12:07 PM
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388whp on OUR dyno
Should be equivalent to 420-430whp on a AWD Dynojet, for those who care.
Wheel hp and torque
Stage 2 vs. stock
100% stock engine. Only internal mods are 264/264 camshafts. In the next couple of weeks, we'll install rod bolts, a 272 exhaust cam and turn up with wick a bit if the owner permits
Oh yeah, the car is still running the stock airbox with stock air filter
Cheers,
shiv
Wheel hp and torque
Stage 2 vs. stock
100% stock engine. Only internal mods are 264/264 camshafts. In the next couple of weeks, we'll install rod bolts, a 272 exhaust cam and turn up with wick a bit if the owner permits
Oh yeah, the car is still running the stock airbox with stock air filter
Cheers,
shiv
Last edited by shiv@vishnu; Nov 16, 2003 at 12:19 PM.
Nov 16, 2003, 12:53 PM
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At ATP, it was running a mixture equivalent to ~102oct. For the 288whp run on our dyno, it was running around 112oct. Basically different mixtures of 91oct pump and 114 leaded race gas. Still haven't tuned it on straight c16. Should be worth a few more ponies I'm guessing.
The Stg 2 car is running 25psi of boost. Still room to grow.
Cheers,
shiv
The Stg 2 car is running 25psi of boost. Still room to grow.
Cheers,
shiv
Last edited by shiv@vishnu; Nov 16, 2003 at 01:01 PM.
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Nov 16, 2003, 12:57 PM
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Originally posted by CarPhoto.net
I would like to see the torque curves if you could. Thanks!
I would like to see the torque curves if you could. Thanks!
shiv
Nov 16, 2003, 01:36 PM
#13
It would be nice to see what this set-up would do with 91 octane & a more practical boost setting, ~20. This is my daily driver.
I am finding it difficult to read the Ps/Tq compare on my laptop, but where did all the low end power go? I understand you have to give to get, but maybe I am refering to the wrong line for Ps & Tq.
I am finding it difficult to read the Ps/Tq compare on my laptop, but where did all the low end power go? I understand you have to give to get, but maybe I am refering to the wrong line for Ps & Tq.
Nov 16, 2003, 01:49 PM
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On the 91 octane map, the car puts down 300whp on our dyno. Boost pressure is dropped to 21-22psi with appropriately detuned fuel and timing maps. For those who intend to run pump gas most of the time, Stage 2 will not be nearly as entertaining as Stage 1 or Stage 1+. Both of which make less peak power but are far more responsive in the low and midrange.
On race gas, however, Stage 2 makes substantially more power. As long as you keep revs above 4500rpm, boost response is "right-now". That is, I don't see it having a hard time against a Stage 1 or 1+ on a road course. Especially considering the 100+whp advantage the car has at 6500rpm. It's really quite silly-- especially in the higher gears where one can appreciate the power.
As for low end, it's going to take a hit. You can't have a turbo that is capable of efficiently supporting 500hp with minimal exhaust backpressure (critical for knock resistence and engine longevity) and have it spool up like the factory turbo. This kit isn't for everyone. Dropping down a turbo size may be an option but the results still remain to be seen.
I'm a little hesitant to raise the rev limit with the factory bottom end since rod loads increase exponentially with engine speed and torque output. At this power level, I'll probably leave the fuel cut bump for built motors. Even with the 272 exhaust cams, I suspect peak power will still be made well before the factory fuel cut.
Shiv
On race gas, however, Stage 2 makes substantially more power. As long as you keep revs above 4500rpm, boost response is "right-now". That is, I don't see it having a hard time against a Stage 1 or 1+ on a road course. Especially considering the 100+whp advantage the car has at 6500rpm. It's really quite silly-- especially in the higher gears where one can appreciate the power.
As for low end, it's going to take a hit. You can't have a turbo that is capable of efficiently supporting 500hp with minimal exhaust backpressure (critical for knock resistence and engine longevity) and have it spool up like the factory turbo. This kit isn't for everyone. Dropping down a turbo size may be an option but the results still remain to be seen.
I'm a little hesitant to raise the rev limit with the factory bottom end since rod loads increase exponentially with engine speed and torque output. At this power level, I'll probably leave the fuel cut bump for built motors. Even with the 272 exhaust cams, I suspect peak power will still be made well before the factory fuel cut.
Shiv
Last edited by shiv@vishnu; Nov 16, 2003 at 01:58 PM.