16v turbo dyno testing
11-12-2010, 12:25 AM
#49
What would the hp work out to at the wheels do you figure?
Very nice chart
Jason
Very nice chart
Jason
Here is the dyno graph – its in excel since the dyno likes to dump the data into excel tables.
There was a slight misfire at 6k (you can see the hick up in the line) and I believe that I can flatten out the torque curve on the top end with the cam timing. If I can get the torque flat to 7k then the hp will be about 675 (at 15 psi!).
Then I can try 18…..maybe a tad more just for fun!
Anyway - the torque curve ‘shape’ is what I was looking for - +/- 5% from 4k to 6.5k. That’s what gets you out of the corners fast!!!
There was a slight misfire at 6k (you can see the hick up in the line) and I believe that I can flatten out the torque curve on the top end with the cam timing. If I can get the torque flat to 7k then the hp will be about 675 (at 15 psi!).
Then I can try 18…..maybe a tad more just for fun!
Anyway - the torque curve ‘shape’ is what I was looking for - +/- 5% from 4k to 6.5k. That’s what gets you out of the corners fast!!!
11-12-2010, 07:55 AM
#51
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Yes, for a little while! I have both a 968 and the ‘snail shell’ 924 turbo transaxles sitting around for possible swaps.
Based on that dyno data it would be a tad over 500rwhp.
BTW – the torque curve looks quite a bit like Dukes torque curve….fun stuff!
BTW part 2 – I have also put together another engine like this except not dry sumped, Gt30 turbo and SFR stage 1 headers for my 968 cab. It might be a little overkill for a street cab…but it will spool up fast and make major midrange torque!
Based on that dyno data it would be a tad over 500rwhp.
BTW – the torque curve looks quite a bit like Dukes torque curve….fun stuff!
BTW part 2 – I have also put together another engine like this except not dry sumped, Gt30 turbo and SFR stage 1 headers for my 968 cab. It might be a little overkill for a street cab…but it will spool up fast and make major midrange torque!
11-12-2010, 02:41 PM
#54
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11-12-2010, 07:28 PM
#56
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Here is the dyno graph – its in excel since the dyno likes to dump the data into excel tables.
There was a slight misfire at 6k (you can see the hick up in the line) and I believe that I can flatten out the torque curve on the top end with the cam timing. If I can get the torque flat to 7k then the hp will be about 675 (at 15 psi!).
Then I can try 18…..maybe a tad more just for fun!
Anyway - the torque curve ‘shape’ is what I was looking for - +/- 5% from 4k to 6.5k. That’s what gets you out of the corners fast!!!
There was a slight misfire at 6k (you can see the hick up in the line) and I believe that I can flatten out the torque curve on the top end with the cam timing. If I can get the torque flat to 7k then the hp will be about 675 (at 15 psi!).
Then I can try 18…..maybe a tad more just for fun!
Anyway - the torque curve ‘shape’ is what I was looking for - +/- 5% from 4k to 6.5k. That’s what gets you out of the corners fast!!!
11-13-2010, 02:53 AM
#57
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I am adding crossover pressure sensor instrumentation for the next testing session, we may be pushing this turbo a little hard….
11-13-2010, 03:00 AM
#58
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This is an engine built for track use, I would rather send the time getting it set up just right for how I plan to use it….but if time permits and all else is running well I might just push it a little next time!
The real answer is that it’s a quantity vs quality issue. The engine can stand a lot of boost if the ‘quality‘of the boost is good. Pushing a turbo well past its efficiency range will get your more pressure but also a lot more heat in the intake air and a lot more back pressure – neither one is good for an engine.
11-13-2010, 11:01 AM
#59
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I am not into ‘glory runs’
This is an engine built for track use, I would rather send the time getting it set up just right for how I plan to use it….but if time permits and all else is running well I might just push it a little next time!
The real answer is that it’s a quantity vs quality issue. The engine can stand a lot of boost if the ‘quality‘of the boost is good. Pushing a turbo well past its efficiency range will get your more pressure but also a lot more heat in the intake air and a lot more back pressure – neither one is good for an engine.
This is an engine built for track use, I would rather send the time getting it set up just right for how I plan to use it….but if time permits and all else is running well I might just push it a little next time!
The real answer is that it’s a quantity vs quality issue. The engine can stand a lot of boost if the ‘quality‘of the boost is good. Pushing a turbo well past its efficiency range will get your more pressure but also a lot more heat in the intake air and a lot more back pressure – neither one is good for an engine.
11-13-2010, 01:46 PM
#60
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Speaking of which, I noticed the intercooler setup you were running was in a water bath. You have any idea how the inlet temperatures will differ in the car compared to the dyno setup? And how are you adjusting time (perhaps enrichment as well) while tuning to account for it? I'm genually curious, not being critical. The only forced induction engines I've been around on engine dynoes were the 2003/2004 CObras, which had water cooled intercoolers integrated into the intake manifold, so it was a bit different.
The tuning does have extra fuel as the intake temps go up.
