5.0L Screamer Motor goes to the dyno. (w/ graphs & video)
01-04-2009, 04:39 PM
#136
Former Sponsor
01-04-2009, 04:40 PM
#137
Race Director
01-04-2009, 04:53 PM
#138
Former Sponsor
01-04-2009, 06:40 PM
#139
Rennlist Member
Dave, you know me as Im all about emperical testing. If anyone knows this, its me. How many things have i done now that even the book authors said that could NOT be done or provide gains?????
I love the innovation and the thought and design. there was a point 10 years ago that this would have fit the bill. UNTIL, i discovered the rear air source vent at the base of the windshiel, confirmed that it worked by measuring the pressure in the air box at speeds up to 120mph. closed, open, front fents open , closed and all the mixes possible. What you have done is provide an inline filtering system. I would like to see a test where all the dyno runs are done, with the air box replaced as a verification at the end. that seems to me to be common sence.
mk
I love the innovation and the thought and design. there was a point 10 years ago that this would have fit the bill. UNTIL, i discovered the rear air source vent at the base of the windshiel, confirmed that it worked by measuring the pressure in the air box at speeds up to 120mph. closed, open, front fents open , closed and all the mixes possible. What you have done is provide an inline filtering system. I would like to see a test where all the dyno runs are done, with the air box replaced as a verification at the end. that seems to me to be common sence.
mk
Hi Mark,
Who said anything about this only being one run??? From the looks of the run file numbers there were at least 8 or more.
Here is a direct quote from the e-mail :
" Several runs were done to validate these numbers, all within 1-2 HP spread".
BTW, assuming how many runs were done by looking at a single dyno chart is not very scientific...OR do you have a formula for that too :-)
Sorry, I couldn't resit after all the scientific mumbo jumbo in your last posts.
Thank God most of the true automotive innovators were more into common sense innovation instead of scientific formulas. If they had been we would still be behind horses while all the scientists continued to argue over what will and won't work.
Who said anything about this only being one run??? From the looks of the run file numbers there were at least 8 or more.
Here is a direct quote from the e-mail :
" Several runs were done to validate these numbers, all within 1-2 HP spread".
BTW, assuming how many runs were done by looking at a single dyno chart is not very scientific...OR do you have a formula for that too :-)
Sorry, I couldn't resit after all the scientific mumbo jumbo in your last posts.
Thank God most of the true automotive innovators were more into common sense innovation instead of scientific formulas. If they had been we would still be behind horses while all the scientists continued to argue over what will and won't work.
01-05-2009, 01:21 AM
#140
Rennlist Member
Just a digression. I saw that this motor has 24lb injectors. Is this correct? I would have thought the injectors would be close in size to the 951s? Many modified 951s are running 83lb injectors and now some of us are moving to giant 120lb-160lb to work with E85. I guess having forced induction might have something to do with it but still I wonder why so much different?
01-05-2009, 01:27 AM
#141
Nordschleife Master
Just a digression. I saw that this motor has 24lb injectors. Is this correct? I would have thought the injectors would be close in size to the 951s? Many modified 951s are running 83lb injectors and now some of us are moving to giant 120lb-160lb to work with E85. I guess having forced induction might have something to do with it but still I wonder why so much different?
ACTUALLY
speaking of injectors Jim, Bill, Dennis
Where are you guys in the duty cycle for those 24lb injectors? Are you close to the limit already for those injectors considering you are probably at 450-470 crank horsepower? Are you just about at the limit where any intake mods are going to require a bump in injector sizing?
Or is there still a bit of room left to go on the 24's?
I was shopping for injectors yesterday and i prefer the newer Design II and actually really prefer the Design III's and was thinking that you may need to step up to 30# injectors shortly if you do make a few mods to the air intake , namely the manifold itself and possibly the inlet into the manifold. Curious where you guys stand with this now?
01-05-2009, 01:30 AM
#142
Race Car
Just a digression. I saw that this motor has 24lb injectors. Is this correct? I would have thought the injectors would be close in size to the 951s? Many modified 951s are running 83lb injectors and now some of us are moving to giant 120lb-160lb to work with E85. I guess having forced induction might have something to do with it but still I wonder why so much different?
Dan
'91 928GT S/C
475hp/460lb.ft
01-05-2009, 01:32 AM
#143
Nordschleife Master
I don't think there's any reason other than the 951 needs twice the injector size to put out power equal to a 928 that has twice as many of them. Many modified 928's making ~400rwhp are running around with 30lb injectors. This would be like a 951 with 60lb injectors. It doesn't really matter if you are FI or NA, you will burn as much fuel as your AFR indicates.
Dan
'91 928GT S/C 475hp/460lb.ft
Dan
'91 928GT S/C
475hp/460lb.ft
01-05-2009, 01:48 AM
#144
Addict
Rennlist Member
Rennlist Member
Are those high lb 951 injectors similar as 19-42 versions used in 928? Do they have same dimensions and impedance value? Meaning how many different options we have above 42 and where to get then cheaply?
01-05-2009, 02:23 AM
#145
Three Wheelin'
Edit - Oops, I see they are low impedance.
http://cgi.ebay.com/ebaymotors/Bosch...mZ360115483872
01-05-2009, 02:32 AM
#146
Under the Lift
Lifetime Rennlist
Member
Lifetime Rennlist
Member
why so much difference, well forced induction, thats exactly why. This is a NA engine
ACTUALLY
speaking of injectors Jim, Bill, Dennis
Where are you guys in the duty cycle for those 24lb injectors? Are you close to the limit already for those injectors considering you are probably at 450-470 crank horsepower? Are you just about at the limit where any intake mods are going to require a bump in injector sizing?
Or is there still a bit of room left to go on the 24's?
I was shopping for injectors yesterday and i prefer the newer Design II and actually really prefer the Design III's and was thinking that you may need to step up to 30# injectors shortly if you do make a few mods to the air intake , namely the manifold itself and possibly the inlet into the manifold. Curious where you guys stand with this now?
ACTUALLY
speaking of injectors Jim, Bill, Dennis
Where are you guys in the duty cycle for those 24lb injectors? Are you close to the limit already for those injectors considering you are probably at 450-470 crank horsepower? Are you just about at the limit where any intake mods are going to require a bump in injector sizing?
Or is there still a bit of room left to go on the 24's?
I was shopping for injectors yesterday and i prefer the newer Design II and actually really prefer the Design III's and was thinking that you may need to step up to 30# injectors shortly if you do make a few mods to the air intake , namely the manifold itself and possibly the inlet into the manifold. Curious where you guys stand with this now?
Last edited by Bill Ball; 01-05-2009 at 04:51 AM.
01-05-2009, 02:46 AM
#147
Rennlist Member
Yes however you would have thought that twice the cylinders, twice the cubic capacity, twice the inj, that you'd see something closer in comparison?
01-05-2009, 03:01 AM
#148
Addict
Rennlist Member
Rennlist Member
01-05-2009, 04:05 AM
#149
Three Wheelin'
01-05-2009, 11:28 AM
#150
Race Car
Dan
'91 928GT S/C
475hp/460lb.ft