60-1 HIFI Stage 3 #8 Boost curve
05-08-2004, 11:49 PM
#31
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Thread Starter
Originally posted by turbo951fan
With your mods he should not walk away from you like that. Something's wrong with your car.
With your mods he should not walk away from you like that. Something's wrong with your car.
05-09-2004, 12:32 AM
#32
Racer
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Basic, proven mods are often the best and most reliable. You are taking the challenge in many areas (Siemens 850CC injectors, what for?). It is not easy to modify a 928 GTS. But I agree, have it dyno tuned and tested. I would also be interested in having some real world data, like 60 to 160 mph or 100 to 200 kmph.
Anyway, nice info.... NZ.
05-10-2004, 06:11 AM
#37
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Thread Starter
Yeah, that was in part why I posted the graph Ken, thanks for noticing! I am pretty sure I can get it down further with some proper tuning and EBC in control...
05-10-2004, 10:59 AM
#39
Drifting
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Hey NZ,
Either the graphic is inaccurate or
the turbo is not actually a 60-1 HiFi.
Why, cause the HiFi compressor
wheel by design is a high boost
compressor meaning that in theory
it should not build boost that quickly
especially on a 2.5L 8V engine.
How about posting compressor &
dimensions ?
Either the graphic is inaccurate or
the turbo is not actually a 60-1 HiFi.
Why, cause the HiFi compressor
wheel by design is a high boost
compressor meaning that in theory
it should not build boost that quickly
especially on a 2.5L 8V engine.
How about posting compressor &
dimensions ?
05-10-2004, 05:12 PM
#40
Three Wheelin'
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IMO, plots by driving around tons of places doesn't paint a true picture of the responsiveness of the motor. I mean if I was going up a hill in 4th gear, I can get 15psi at 2500rpm on my 60 trim, doesn't mean my car is very responsive, it's still fairly laggy for a turbo car.
I do all my tests in 3rd gear (the most common gear for driving around town), flat road, and just let 'er rip from 1500rpm. When it hits 15psi, I freeze frame the data, and get an approx. look at what rpm I get full boost at. It's more of a "real world" look at boost onset and how "laggy" the motor feels.
I do all my tests in 3rd gear (the most common gear for driving around town), flat road, and just let 'er rip from 1500rpm. When it hits 15psi, I freeze frame the data, and get an approx. look at what rpm I get full boost at. It's more of a "real world" look at boost onset and how "laggy" the motor feels.
05-10-2004, 05:14 PM
#41
Race Director
Thread Starter
J Chen, I have already told you I have had it measured. It is Magowns old turbo which he got from SFR. You can confirm with them the details, I am not taking my turbo out to measure it again! I dont have the measurements on me, only the assurance from Magown, SFR and the Link tech with the Turbonetics book who physpicaly measured it in front of me and said that it is a 60-1HIFI stage 3 wheel.
This is how I got the graph, I went into the countryside, did some 3rd and 4th gear runs from 2-2.5k. I was data logging these runs on my Link computer. I took the file saved in a txt format and opened it in Excel, took the rpm and MAP columns and plotted them directly in an xy scatter plot. Thats it. Nothing else. So for it to be incorrect, the rpm signal to the Link would have to be underestimating or the MAP line from the manifold to the Link is overestimating. Neither of which I are the case.
I am not sure how to get the compressor and dimensions otherwsie, do you want me to read them from the Turbonetics book? Or can I get the dimensions you are after with the turbo in place?
This is how I got the graph, I went into the countryside, did some 3rd and 4th gear runs from 2-2.5k. I was data logging these runs on my Link computer. I took the file saved in a txt format and opened it in Excel, took the rpm and MAP columns and plotted them directly in an xy scatter plot. Thats it. Nothing else. So for it to be incorrect, the rpm signal to the Link would have to be underestimating or the MAP line from the manifold to the Link is overestimating. Neither of which I are the case.
I am not sure how to get the compressor and dimensions otherwsie, do you want me to read them from the Turbonetics book? Or can I get the dimensions you are after with the turbo in place?
05-10-2004, 05:16 PM
#42
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Thread Starter
It was a flat sealed country road... not tons of places, same road about 5 runs to get more data points to increase validity of the data.
05-10-2004, 07:23 PM
#43
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Originally posted by NZ951
It was a flat sealed country road... not tons of places, same road about 5 runs to get more data points to increase validity of the data.
It was a flat sealed country road... not tons of places, same road about 5 runs to get more data points to increase validity of the data.
05-10-2004, 07:31 PM
#44
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Originally posted by NZ951
It was a flat sealed country road... not tons of places, same road about 5 runs to get more data points to increase validity of the data.
It was a flat sealed country road... not tons of places, same road about 5 runs to get more data points to increase validity of the data.
05-10-2004, 07:32 PM
#45
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Thread Starter
Not a problem doing that, looking at the dispersion of data when boost comes to peak, there is not a lot of variation, I would infer from this that there is not much difference between the gears in spool. Nevertheless, once its dyno tuned and I have my pipes/BOV sorted, I will post some more results.