My 951 mod story pt 3 - boost rocks!
01-27-2002, 11:20 PM
#32
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[quote]Originally posted by 86944turbo:
<strong>Rage2,
I ran 3 x 1/4 at the strip. Two @ 225kpa (approx. 18.5 lb.), on at 175kpa (approx. 11 lb.). The 11lb. was at 120.something mph. The two at 18.5 were 129.something, and then 131.4mph. I ran the G-Tech the same day and got 135.2. All of these were before the new cam. Temps were at 75F or so. Vehichle weight (Vineyard scale) 3020 with 1/2 tank of fuel. It's very tough to get out of the hole. G-Tech shows 0-60 in 4.9. Not going to win a lot of stop light battles. I run as much as 240kpa. That, and with the new cam I'd like to think I could get close to 135mph, but it's a stretch. We'll see. Motor was dyno'd at 520.9 h/p. In back to back on a motor very similar to mine, Jon picked up 22 H/P. That's were I get the 540. Ruined my clutch. Only running rear tires of 245mm (SP Sport 8000 with 34 psi). Far too much air. As soon as I get over the expense of the new clutch, I'll go to the strip again. The H/P makes it's biggest difference above 130, or so. Not really practical to all, but it won't stop pulling. I even tangle with the bikes. The one litres are usually scared above 120mph, or so. Don't blame 'em. I'm scared above 80 on my bike.</strong><hr></blockquote>
That's some crazy speeds! I think I'll just work on being the fastest 2.5L 944 turbo, I don't think I can come close till I throw in a 3.0L block in my beast =).
Speaking of which, does anyone know who has the highest output 2.5L 944 turbo engine, and how much power they make? I need at least a goal, or them mods will never end =).
<strong>Rage2,
I ran 3 x 1/4 at the strip. Two @ 225kpa (approx. 18.5 lb.), on at 175kpa (approx. 11 lb.). The 11lb. was at 120.something mph. The two at 18.5 were 129.something, and then 131.4mph. I ran the G-Tech the same day and got 135.2. All of these were before the new cam. Temps were at 75F or so. Vehichle weight (Vineyard scale) 3020 with 1/2 tank of fuel. It's very tough to get out of the hole. G-Tech shows 0-60 in 4.9. Not going to win a lot of stop light battles. I run as much as 240kpa. That, and with the new cam I'd like to think I could get close to 135mph, but it's a stretch. We'll see. Motor was dyno'd at 520.9 h/p. In back to back on a motor very similar to mine, Jon picked up 22 H/P. That's were I get the 540. Ruined my clutch. Only running rear tires of 245mm (SP Sport 8000 with 34 psi). Far too much air. As soon as I get over the expense of the new clutch, I'll go to the strip again. The H/P makes it's biggest difference above 130, or so. Not really practical to all, but it won't stop pulling. I even tangle with the bikes. The one litres are usually scared above 120mph, or so. Don't blame 'em. I'm scared above 80 on my bike.</strong><hr></blockquote>
That's some crazy speeds! I think I'll just work on being the fastest 2.5L 944 turbo, I don't think I can come close till I throw in a 3.0L block in my beast =).
Speaking of which, does anyone know who has the highest output 2.5L 944 turbo engine, and how much power they make? I need at least a goal, or them mods will never end =).
01-28-2002, 12:00 AM
#33
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I'd check SpeedForces dyno charts+links! Lindsey Racing shows a 2.5 w/370rwhp!???? That calculates out to a BALLPARK 1/4 mile in 11.95@114mph with a car and driver close to 3200lbs. The 12 sec. 1/4mi range is about 60 hp. I didn't think these horsepower/trap speed calculators would be close with turbo cars but I've compared them to drag slip times and real dynojet #'s.
Paul
Paul
01-28-2002, 05:25 AM
#34
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Huntley Racing made 396 HP and 440 TQ @ wheels on a 150+K miles! Here is the link (just click 951#8): <a href="http://www.huntleyracing.com/dynowhole.htm" target="_blank">http://www.huntleyracing.com/dynowhole.htm</a>
01-28-2002, 11:36 AM
#35
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I noticed Lindsey Racing has one that posted 404hp at the rear wheels... probably differences in dyno runs, nothing to brag about. Now I have a goal =).
BTW Huntley/Derrick, your turbo stopped smoking like you said (just needed a few thousand miles for it to break in). Thanks guys.
BTW Huntley/Derrick, your turbo stopped smoking like you said (just needed a few thousand miles for it to break in). Thanks guys.
01-28-2002, 02:12 PM
#36
Race Director
Here's a dyno-chart of Rodney Wiggins engine:
This is a stock innards 951. Stock pistons, rods, crank, heads, valves and cam. Head was O-ringed and minor porting of intake to line up with intake-manifold. Boost is set to 25psi and that's with a STOCK WASTEGATE.
He's using an Accel DFI engine-management system with 74lb/hr Accel injectors. Paxton fuel-pump & regulator set a 3-bar.
A most interesting thing that shows great engine tuning is his torque curve. Notice that he doesn't have the rapidly-declining torque-curve like a lot of hot-rod 951s out there. Also see that his HP curve never drops. It peaks at 406rwhp and pretty much holds it to redline.
This is a stock innards 951. Stock pistons, rods, crank, heads, valves and cam. Head was O-ringed and minor porting of intake to line up with intake-manifold. Boost is set to 25psi and that's with a STOCK WASTEGATE.
He's using an Accel DFI engine-management system with 74lb/hr Accel injectors. Paxton fuel-pump & regulator set a 3-bar.
A most interesting thing that shows great engine tuning is his torque curve. Notice that he doesn't have the rapidly-declining torque-curve like a lot of hot-rod 951s out there. Also see that his HP curve never drops. It peaks at 406rwhp and pretty much holds it to redline.
01-28-2002, 04:44 PM
#39
Race Director
[quote]Danno, What type of turbo is he using?
Any other mods that you know of? (Exhaust/intake/MAF)?<hr></blockquote>
Ok, found some more info in my notes. Stock intake-manifold and intercooler. He's using a 2.5" cat-bypass pipe with 3" cat-back exhaust using straight-through bullet muffler. Threw out his Huntley MAF-4 kit when he went to Accel DFI; which is the same as Tec-II/SDS/Motec/etc. in that it uses a MAP sensor for zero restrictions before the turbo.
The turbo is a Garrett hybrid from Under Pressure Performance (Scott Gomes). These turbos seem to produce flatter boost-curves (and the resultant torque-curves as well) than the Huntley ones.
Boost is controlled by an HKS boost controller. Extra gauges are MSD knock-sensor LED indicator, Davton intercooler temp. gauges (shows input temp., output temp., delta-T readings).
And yes, he's running 100+ octane race gas.
Any other mods that you know of? (Exhaust/intake/MAF)?<hr></blockquote>
Ok, found some more info in my notes. Stock intake-manifold and intercooler. He's using a 2.5" cat-bypass pipe with 3" cat-back exhaust using straight-through bullet muffler. Threw out his Huntley MAF-4 kit when he went to Accel DFI; which is the same as Tec-II/SDS/Motec/etc. in that it uses a MAP sensor for zero restrictions before the turbo.
The turbo is a Garrett hybrid from Under Pressure Performance (Scott Gomes). These turbos seem to produce flatter boost-curves (and the resultant torque-curves as well) than the Huntley ones.
Boost is controlled by an HKS boost controller. Extra gauges are MSD knock-sensor LED indicator, Davton intercooler temp. gauges (shows input temp., output temp., delta-T readings).
And yes, he's running 100+ octane race gas.
01-30-2002, 12:56 PM
#41
Race Director
yea, that's the Lindsey unit. You can also get it from Powerhaus. Most of the aviation instruments places probably has it as well since Davtron is big in that field. Only thing I don't like is that it only shows one reading at a time. I'd like all three simultaneosly, but that would require three separate sets of electronics.
Radio Shack has one, I'm going to check it out.
Radio Shack has one, I'm going to check it out.
02-27-2002, 01:08 PM
#42
I'm curious what the main problems you consider to be with the GT Racing lights. I'm considering the swap, and putting some high output lights in there, but am worried that in a downpour the diffraction due to water beading would just ruin any lighting pattern I might have.
Thanks man, I appreciate anything you have to add!
Thanks man, I appreciate anything you have to add!
02-27-2002, 01:52 PM
#44
Rage:
Your BOV that you bought - I tried to find the site of the business that you mentioned, but there in the UK - is this the place?
Am I right in thinking that you bought a vaccum operated BOV (for liftthrottle situations) that also acts as a boost bleeder on the intake side?
ou can set it to bleed at certain limits?
Thanks,
brendan
Your BOV that you bought - I tried to find the site of the business that you mentioned, but there in the UK - is this the place?
Am I right in thinking that you bought a vaccum operated BOV (for liftthrottle situations) that also acts as a boost bleeder on the intake side?
ou can set it to bleed at certain limits?
Thanks,
brendan
02-27-2002, 02:04 PM
#45
Three Wheelin'
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Correct, and yes it is adjustable. I bought it from <a href="http://www.demon-tweeks.co.uk/" target="_blank">http://www.demon-tweeks.co.uk/</a>, but I don't think the model is available online, I got it from their catalog. If you watch my dyno run videos, you'll see Marc check for bleeding on the 3rd run. He adjusted the blow off valve on between the 2nd and 3rd run from 1.0bar to 1.4bar.
I've got a nice update coming soon, I got the Blitz Power Meter ID installed, will be taking pictures of it tonight. Stay tuned!
I've got a nice update coming soon, I got the Blitz Power Meter ID installed, will be taking pictures of it tonight. Stay tuned!