early dyno results
#31
Former Vendor
I know, and certainly at this level of HP, small gains are very hard to find as well.
to your last point, then wouldnt andersons and Fans cars be 610hp flywheel corrected for the dyno, going back to flywheel??
Or, is there an other correction for this kind of flywheel dyno test?
Just interested and curious.
MK
to your last point, then wouldnt andersons and Fans cars be 610hp flywheel corrected for the dyno, going back to flywheel??
Or, is there an other correction for this kind of flywheel dyno test?
Just interested and curious.
MK
Heck, even here in Orange County, engine dyno results vary from DTS dyno to DTS dyno by 40 horsepower on a 350 horsepower small block.....what numbers do you want? Take it to a different dyno....you will get what you want to see.
The dyno we are using is absolutely the "tightest" dyno in the area. I like it to be conservative. It's way fun when someone with less power smokes someone with more horsepower.
I've watched too many 600 hp supercharged "rockets" get their door ***** sucked off by 400 horsepower naturally aspirated engines to even count them....and I love it.
Here's the reality: I know what I did to the heads. I know exactly how many CFMs each port will flow. I know exactly how many CFMs both Mark and Joseph's heads flow. It isn't too tough for me to calculate the potential differences/results. It's pretty much just a simple math problem, once you know that information. Running the engine on the dyno is more breaking it in, calibrating the fuel injection, and running experiments.
I was not unhappy with the power results. I was not thrilled with what I saw regarding some of the experiments we were running. I learned more, in that one dyno afternoon, about oiling issues with the 928 engine than I've learned in years....just when you think you know quite a bit and have it all figured out....you find out that you know absolutely nothing.
Enough said.
#32
Former Vendor
#34
Former Vendor
GORGEOUS engine...very nice....
What is the spacer on the headers? Is it just for tuning? Or will it be in the car too? I'm wondering if it would fit?
545hp at the crank is pretty good..... I figure both Andersons and Fans's strokers are around 600hp crank too....
I did notice the auto flywheel......it will be a BEAST in a drag race!!!
What is the spacer on the headers? Is it just for tuning? Or will it be in the car too? I'm wondering if it would fit?
545hp at the crank is pretty good..... I figure both Andersons and Fans's strokers are around 600hp crank too....
I did notice the auto flywheel......it will be a BEAST in a drag race!!!
As long as we have to use them, we are going to put in pyrometers for the next dyno test, in a couple of weeks....if we have time.
Right now, we are "applying" what we learned in our "experiments". After some changes, we will return to the dyno.
The engine did not get hurt...we were being very conservative with timing, as I mentioned...but we absolutely would not dare to go beyond 6,000 rpms...there is no doubt it would get "hurt".
#37
LINK G4 extreme? Great unit. Only think I think it lacks is a load based fuel trim - it has individual cylinder trims, but only global percentage changes, last time I checked.
#39
Race Director
#41
Archive Gatekeeper
Rennlist Member
Rennlist Member
I think the engine is about the last thing that Andy's going to have to worry about grenading....
#42
Drifting
Thread Starter
Man that video is nice , thanks for doing that.
Greg actually stopped the dyno session before any tuning actually took place as he saw something he wanted to address.....but just seeing the process was way cool. I now see the advantages of the engine dyno., as there were no ignition maps or fuel maps for the new system. Greg had to start real conservative.
I wish I had a 5 speed as the cams he had made could have been wilder and still drivable but I am happy that the best will be under the hood.
Now I have to get with Tim Dey, the godfather of 928 ORRacing and start learning.......
andy
Greg actually stopped the dyno session before any tuning actually took place as he saw something he wanted to address.....but just seeing the process was way cool. I now see the advantages of the engine dyno., as there were no ignition maps or fuel maps for the new system. Greg had to start real conservative.
I wish I had a 5 speed as the cams he had made could have been wilder and still drivable but I am happy that the best will be under the hood.
Now I have to get with Tim Dey, the godfather of 928 ORRacing and start learning.......
andy
#43
Andy
Really nice. It must sound awesome in person.
Ah, Link G4 EFI. Good choice. I know this system as I have this on some of my engines. It's no wonder Greg is going to offer this for 928's.
So there's more in this engine to come if you never rev'ed to the limit and the timing was not mapped yet. Pump gas must make it fun. It's agood thing the Link EFI has kvnock control.
BC. Re check the software. In fact I think G4 from the very beginning has had individual Cyl trims with full 3D maps for each cyl. What do you mean by load based fuel trim?
Really nice. It must sound awesome in person.
Ah, Link G4 EFI. Good choice. I know this system as I have this on some of my engines. It's no wonder Greg is going to offer this for 928's.
So there's more in this engine to come if you never rev'ed to the limit and the timing was not mapped yet. Pump gas must make it fun. It's agood thing the Link EFI has kvnock control.
BC. Re check the software. In fact I think G4 from the very beginning has had individual Cyl trims with full 3D maps for each cyl. What do you mean by load based fuel trim?
#45
When you have sequential fuel on the engine, each cylinder will get its own squirt - we know that. The reference that I made is that when each cylinder is in need of a slightly different fuel map, such as in a moderate length runner single-plenum individual runner application like this:
http://www.erik27.com/todd/turbo/index.htm
Some cylinders may need more fuel than others in certain loads and rpm ranges, and less in others.
As far as I know, there is a map for this cylinder trimming, but it is via a percentage change over the entire rev range, and not on a load/rpm form.
If you look in the software we can find this out. When my friend todd (who does the work in the pictures I posted) asked the VIPEC and LINK guys last year, that was the answer he got.