When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
so Carl is crank and 110 octane with supercharger and Johns is rwhp on pump gas and turbo........hmmmm coooool
The blue engine in my car has almost all stock or lightly modified stock components. Stock valve sizes with minor porting. Stock pistons with dish machined into them. Stock crankshaft with done oiling improvements. Stock ppf rods. Stock intake manifold with some porting. Modified S3 cams with new profiles. Stock throttle body element. Stock 5L displacement. Stock computers with ST2 software. So the two engines are quite different in terms of what they are and what design philosophy they are based on.
Another thing is that we're asking LH, EZ-K, and ST2 to do things that nobody else has ever asked them to do. In the process, we're finding all sorts of engine control issues at 500 crank hp and 600 crank hp levels that nobody else has uncovered. For example, we're hitting the Super MAF voltage of 5.11V at 3500 rpm, hands up if someone else has done that? And then a follow up question what happens when you do that? ;-) As a reference, 5.11V from SuperMAF corresponds to approximately 1800 kg/h and 600 crank hp. C'mon, the answer to this question should be known to everyone who claims to be making 600hp or more at the crank with stock computers!
IATs post intercooler will pose problems with detonation if you look at similar platforms. On a road course those would rise possible (balancing more air flow, but also more heat) to 130. You would need meth there to cool post IC pre port.
You will need to increase the fuel's detonation resistance or reduce IATs.
wouldnt the FINAL TUNE be on actual road course.....to help the need for reduced IAT or fuel detonation.....
What do you mean? More air flow thru the various heat exchangers? The dyno has three large fans blowing air simulates those decently well, although of course not perfectly.
99/100 people tuning these cars only tuned the highest load cells at high rpms. In contrast, John tunes basically every cell to the extent that it can be tuned.
Stock engine intake manifold air temperature is very close to ambient temperature at WOT. Seems like the small effects of heat in the engine bay, friction in the flow causing turbulence, and small pressure drop because of flow resistance don't make much of a difference.
This test was done on a hot and sunny day, with ambient temperature over 90 inside the hangar. There's no AC in there, that would be very expensive facility to cool.
The intercoolers are working incredibly well, minimal pressure drop at 1.3 PSI and 170F coming off the charge air temperature. John got those right, only took six months to design! ;-)
ptuomov,
I thought the car was meant for road racing and you would do final tune at each course at elevation and temp to optimized tune for each course......sorry I thought this was racer only.....!!!!!
05-16-2018, 03:26 PM
) She was running real smooth, too.
