I stopped by R&D Dyno in Gardena, CA today. I was lucky enough to get to hangout for about 2 hours with my car on the dyno the whole time. This is a link to their site. Darren is the owner of the shop and I commend him for being very cool. I was in for an air fuel tuning session that they normally charge $150/hr for. My car ran on the dyno for 2 hrs. When I say ran, I mean it ran. We did 14 runs and the car coasted in gear on the dyno in between runs. It was only turned off for a few minutes the entire time. This got it heat soaked but the purpose was not get a high HP reading but to tune in the mixture under normal conditions i.e. hot and heat soaked.

As is shown in the chart above the end result was 398.2 SAE corrected RWHP at 5900rpms and it made over 390 from 5400 to 6500. The un-corrected # was 400.1RWHP. Ofcourse with 20% factored for drivetrain loss the car is making right at 500 crank. The fuel was at 11.5:1 for pretty much the entire time for all of the last few runs. FWIW Darren says this is a very safe margin and some power is left on the table by keeping it this rich. Important too is the fact that at 4000 RPMS it makes 295RWHP.

This is pretty much an import tuning shop. So it was very cool to have them as excited as they were about my car. Their excitement is probably why they only charged me $125. And it's not like they weren't busy otherwise. Darren said several times that the system was very efficient and I didn't even ask if he thought it was. I took this as a big compliment since it was coming from someone that designs and builds streelable 500whp turbo hondas for a living. I had always been just a little worried about the flow of the manifold because of it's rough design, I guess it's pretty darn good.

Here are the stats:
Stock 87 S4 except for my supercharger system and an Ott X pipe (~$350).
This is the Autorotor and the Big intercooler, cost is about $5,500 for everything.
Chart reads 6 psi but it is actually closer to 7.
Automatic transmission. 3rd gear runs w/ kickdown unhooked.
122K miles, motor or transmission have never been touched.
This is the same setup I took to the Streets of Willow Springs, ran all day in 105degree haet and brought home thePOC V2 best in class with except X pipe added. (no one else in my class

Off to Carlsbad 1/4 strip this weekend IF I can find the time. Darren says it should run 11.7.

BTW there were absolutely no tactics to get a higher HP number like putting cold water in the IC or anything like that.

Andy K

 

Very nice torque "curve" or shall I say torque line

 

Hey I just noticed that that was my 1000th post. If I only had a nickle..... I think everyone should set a goal for 500CHP by the time they make their 1000th post
Andy K

 

Pretty Cool man!
Id call it 400HP..400 ftlbs. Toss out the first big spikes, they look like the stall converter i think???.

Hp looks good, consistant.

Since its at a similar boost, its pretty neat to compare with this one recently posted by Don at 7psi using a centrifugal.

 

Thanks Heinrich, Tony.

Yeah, the torque spike in the begining is from the converter multiplying. The actual Torque peak is at about 3400rpms and is right at 400ft/lbs.

True interesting to see my chart agains the one posted recently with similar boost. Cars are pretty much the same. there are only a few differences My car: has 1.5x the miles, a little less boost, has the X pipe V/S RMB, and has been run very hard over and over again under under some poor conditions boosted for the last 9k miles. The engine must still be sound.

Looks like he's got me by about 5 hp up top and I have about 45 more HP at 4krpms.

After 14 runs there may have been 1 ounce of oil in the catch can.

I did all of the "tuning" myself there with Darren's advice. I think people are generally frightened by the word tuning but is really is about as simple as turning a screw and a ****. Now that I know how to set up the FPR it will be that simple.

BTW guys this is using the smaller of the 2 pullies you recieved. Should get you right at 7 /w stock exhausts.


Andy K

 

wicked!

 

Great looking numbers and nice flat curves. Fun to see how close the two dyno charts are with the different systems. Decisions, decisions.

Jim R.

 

Congradulations Andy, Sorry I missed you yesterday at the dyno. I can't wait to see what it looks like when you turn up the boost, and throw in the Laminova coolers... Oh, did I mention rip out the exhaust... I think you will want a system like I had made, it sounds VERY Interesting... funny, but the harder you get on it, the quieter is runs....!!!!!

I'll post pixx later..

Cheers,

 

FWIW... I will take the nice flat torque curve that Andy has vs the Centrifugal... Just preference... (NOMEX III Flame Suit ON..! )

 

True there's a bit of difference as to where power comes on. And I'm not wearing Nomex so ....

 

Congrats Andy!! All your hard work is paying off at the flywheel. I can't wait to get mine done!!

 

His hardwork pays off @ the ground as well with with the lowest 0-60 and 1/4mi for a street 928. Not to mention rock-solid reliability.

 

Richard happened by 928 International yesterday and I listened to his new exhaust I think it sounds great !! Not as loud and raspy as the old very brown 1980 just nice and powerful sounding .

 

I am curious if we will be lucky enough to see one of your blown beasts at SITM. There were some centrifugal blowers last year, but i have always been a twin rotor fan. Still saving, and my Indy lunch offer is permanently on the table. Congratulations! 400/400 is a great achievement, especialy with than nice linear "curve.".
Hans

 

Anna one , anna two.............. and there is just something about the phrase " twin screw " ..........