Rennlist Top 10 HP/TQ
08-27-2005, 09:40 PM
#304
Race Director
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Wes actually lost torque and gained 42 WHP since last time... interesting. I dont like losing torque myself. Must be a late bloomer in the power band.
08-27-2005, 11:11 PM
#306
Drive-by provocation guy
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Hey Mike!
So no other mods that would have an effect on it's numbers??? If not ,that is pretty amazing considering other then the head, it is bolt on mods.
How much do you think the head/lifters accounts for?
Are the solid lifters just for running really high boost?
Which Super series turbo was this?
I have your SUper 75 now so this makes me think I have a lot to look forward too once i get the MAF and injectors install, as I am sure the stock afm is really choking that turbo.
So no other mods that would have an effect on it's numbers??? If not ,that is pretty amazing considering other then the head, it is bolt on mods.
How much do you think the head/lifters accounts for?
Are the solid lifters just for running really high boost?
Which Super series turbo was this?
I have your SUper 75 now so this makes me think I have a lot to look forward too once i get the MAF and injectors install, as I am sure the stock afm is really choking that turbo.
08-27-2005, 11:24 PM
#310
Race Director
Thread Starter
Oh, just reading Wes's sig, it say LR adjustable fuel regulator...
You cant really claim its an LR piece just if its bought there really, kinda weak. Maybe they built one, that would be cool to see.
You cant really claim its an LR piece just if its bought there really, kinda weak. Maybe they built one, that would be cool to see.
08-28-2005, 06:09 PM
#313
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Originally Posted by toddk911
Nice Wes.
All those LR parts and not LR chips???
All those LR parts and not LR chips???
08-29-2005, 09:37 PM
#314
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LindseyR:
I see as of right now you just became a "Rennlist Member" with full status? Well, welcome to Rennlist! And by the way, you just offically made 2 spots the infamous NZ "Top 10 HP Only" list.
You're now offically #1 on the 2.5L spot. I can't wait to see what the LR 2.5L race car can do.
I see as of right now you just became a "Rennlist Member" with full status? Well, welcome to Rennlist! And by the way, you just offically made 2 spots the infamous NZ "Top 10 HP Only" list.
You're now offically #1 on the 2.5L spot. I can't wait to see what the LR 2.5L race car can do.
08-29-2005, 10:26 PM
#315
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Thanks Rolex... We are very anxious to see the results of the race car too. The two engines are the same but for the race car has a knifedge crank and a bigger turbo than the street car. The race car will be an open 4 inch exhaust. You know how cool your car sounds as it idles with that big cam, it sounds even better in the 2.5. I will try and get a good wav file and post it as well. This engine sounds more like an L-88 big block corvette than a turbo 4 cylinder.
I wanted to answer a couple questions Toddk911 asked over the weekend.
"So no other mods that would have an effect on it's numbers??? If not ,that is pretty amazing considering other then the head, it is bolt on mods."
This car is really built, but the bottom end has never been out of the car. It had rings and rod bearings installed a couple years ago, but the block hasn't been out of the car since 1988 when Ferry built the car.
"How much do you think the head/lifters accounts for?"
A lot!!! The solids allow us to run higher lift and duration in the cam than you can phyically run with a hydraulic set up. The cam in this car doesn't come on until 3500 rpm, but you wouldn't know it driving it. I attribute that to the 600 grams of weight savings in the valve train plus the Level III head has our Hi-velocity exhaust mod which helps spool that big turbo.
"Are the solid lifters just for running really high boost?"
No, not at all. There are several benefits from the solid package. The weight savings, almost 50 grams per lifter lets the engine rev much faster is a real plus. The biggest gain comes from the fact that we are getting all the lift and duration from the cam. If you have weak hydraulic lifters, you can loose up to .080" of cam lift if the lifter totally fails. The problem is there is no way to know just how bad the situation is inside the engine when it is running. The lift is the lesser of the two evils if the lifter is failing, the duration is effected to an even greater degree. According to Web Cam, .008" of valve lash can take away 5 degrees of duration. You do the math, it gets scarey. I have written a long explanation of the effects of boost on both valve springs and lifters. Visit those sections of the web sight to get a complete explanation.
"Which Super series turbo was this?"
It is a Super 75. I am not sure just which one you bought, this one has the largest hot housing which took away a little of the spool time, but after we did the hi-velocity and solids, you didn't notice the loss anymore.
I didn't mention that the head also has a set of our racing springs and titanium retainers. Those account for the additional valve train weight savings, almost 600 grams total savings between the lifters, springs and retainers.
"I have your Super 75 now so this makes me think I have a lot to look forward too once I get the MAF and injectors installed, as I am sure the stock afm is really choking that turbo."
The vane air meter is a huge restriction on a turbo of that size. We saw a noticible gain in torque by adding the 4" exhaust to that turbo. Backpressure comes into play, and we were able to achieve a 1 to 1 ratio with this car. It took some doing, but we got it there. This is all part of what is behind the power in this car.
I wanted to answer a couple questions Toddk911 asked over the weekend.
"So no other mods that would have an effect on it's numbers??? If not ,that is pretty amazing considering other then the head, it is bolt on mods."
This car is really built, but the bottom end has never been out of the car. It had rings and rod bearings installed a couple years ago, but the block hasn't been out of the car since 1988 when Ferry built the car.
"How much do you think the head/lifters accounts for?"
A lot!!! The solids allow us to run higher lift and duration in the cam than you can phyically run with a hydraulic set up. The cam in this car doesn't come on until 3500 rpm, but you wouldn't know it driving it. I attribute that to the 600 grams of weight savings in the valve train plus the Level III head has our Hi-velocity exhaust mod which helps spool that big turbo.
"Are the solid lifters just for running really high boost?"
No, not at all. There are several benefits from the solid package. The weight savings, almost 50 grams per lifter lets the engine rev much faster is a real plus. The biggest gain comes from the fact that we are getting all the lift and duration from the cam. If you have weak hydraulic lifters, you can loose up to .080" of cam lift if the lifter totally fails. The problem is there is no way to know just how bad the situation is inside the engine when it is running. The lift is the lesser of the two evils if the lifter is failing, the duration is effected to an even greater degree. According to Web Cam, .008" of valve lash can take away 5 degrees of duration. You do the math, it gets scarey. I have written a long explanation of the effects of boost on both valve springs and lifters. Visit those sections of the web sight to get a complete explanation.
"Which Super series turbo was this?"
It is a Super 75. I am not sure just which one you bought, this one has the largest hot housing which took away a little of the spool time, but after we did the hi-velocity and solids, you didn't notice the loss anymore.
I didn't mention that the head also has a set of our racing springs and titanium retainers. Those account for the additional valve train weight savings, almost 600 grams total savings between the lifters, springs and retainers.
"I have your Super 75 now so this makes me think I have a lot to look forward too once I get the MAF and injectors installed, as I am sure the stock afm is really choking that turbo."
The vane air meter is a huge restriction on a turbo of that size. We saw a noticible gain in torque by adding the 4" exhaust to that turbo. Backpressure comes into play, and we were able to achieve a 1 to 1 ratio with this car. It took some doing, but we got it there. This is all part of what is behind the power in this car.