EFI Impressions
02-06-2007, 04:22 PM
#46
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Sorry, is this the same chet? The tread started with chet 930 and then there is chet 77 930, are you the same person? If so then I would like to say awesome, 430rwhp out of a 3.0 with a standard K27 running 1.1 to 1.2bar on CIS is miraculous!
02-07-2007, 01:15 PM
#51
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I spoke to Micke Svens last year, he's a nice guy. He say's he runs high boost up to around 5000rpm where there is loads of fuel and then backs it off higher in the rev range, I bet his motors are a bit of a handful on the street!
I have quite a high BHP level for CIS, 497fwhp and 617nm with a 1.0bar spring, no EBC. I would love to go EFI so i could tune out all of the little gremlins and get better MPG, maybe one day?
I have quite a high BHP level for CIS, 497fwhp and 617nm with a 1.0bar spring, no EBC. I would love to go EFI so i could tune out all of the little gremlins and get better MPG, maybe one day?
Last edited by JBL930; 02-07-2007 at 08:43 PM.
02-08-2007, 11:18 AM
#52
Race Car
Hey guys, I looked at Mickes dyno graph and the hp/tq curves do not intersect at 5250. All "American" dynos cross hp/tq at 5250 (tq is the only thing measured by a dyno then the computer does a calculation to figure hp), is it a conversion factor between metric and American?
02-09-2007, 04:30 AM
#53
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Tippy, you'll notice in the dyno graph, the top two values on the y axis are different (710 tq/680hp). That accounts for the lack of intersection at 5250. If you redraw the graph with equal scales, you'll get the typical graph. His current scaling just makes the run look a bit more impressive
02-09-2007, 04:08 PM
#54
Race Car
Originally Posted by SoCal Mike
Tippy, you'll notice in the dyno graph, the top two values on the y axis are different (710 tq/680hp). That accounts for the lack of intersection at 5250. If you redraw the graph with equal scales, you'll get the typical graph. His current scaling just makes the run look a bit more impressive
02-09-2007, 05:17 PM
#55
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Wow... Thats some big power even for EFI. Not too surprising though considering what a motor can do when you can get more air in and out. I see some combustion chamber work but need to look at a stock head again to get an idea of what he was thinking about when he did the work. However, it would be real interesting to see what the AFR's are and what he did for additional fuel. 
02-09-2007, 06:37 PM
#56
Originally Posted by DeWolf
That's funny.
And people cal ME the dyno queen?
That is the biggest dyno queen sheet I HAVE EVER SEEN!!!
An efi car of the same peak power would pull 20 bus-lengths on that diesel.
By the way, anyone wondering about this "miracle" - its about 15 minutes with an AVCR - a very nice product.
02-11-2007, 03:48 AM
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Originally Posted by PorschePhD
That is an absurd statement. You mean YOU wouldn't know how to tune it. I have made 433RWHP on a C2T with CIS and a 12.1 AFR. But that is still expensive. Chet’s car is a 3.0 making what 3.4as do. Do the math, it would have to be out of fuel. We have mentioned 12 times in this thread about the car being a time bomb.
02-11-2007, 06:39 PM
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Something is missing here, how is Micke able to get 627 "crank" hp on a CIS system when everyone here says it's impossible anything over 400ish wrhp?? 627 crank is still around 530 wrhp!!
so could there be a lot more to the CIS that we don't know about?
so could there be a lot more to the CIS that we don't know about?
02-11-2007, 08:09 PM
#60
He has totally changed the engine characteristics around the CIS.
Turbine, housing, cam, etc - all to suit the fuel at mid-range.
He has made a diesel engine out of it.
It will come out of the corner quickly, then roll over and die.
Turbine, housing, cam, etc - all to suit the fuel at mid-range.
He has made a diesel engine out of it.
It will come out of the corner quickly, then roll over and die.