Refresh951's Hybrid Ultra Stroker Build
08-30-2013, 11:57 PM
#886
Rennlist Member
Nice choice. What are those- fikse profiles? With over 400 horses to the rears, you definitely will need wider rubbers. No more test fitting- put them on already!
08-31-2013, 12:35 AM
#887
Rennlist Member
99% sure they're the Mach V's?
08-31-2013, 12:39 AM
#888
Rennlist Member
Thread Starter
08-31-2013, 12:49 AM
#889
Rennlist Member
Great wheel in my opinion too. :-)
08-31-2013, 12:57 AM
#890
Rennlist Member
Thread Starter
08-31-2013, 09:48 AM
#892
Rennlist Member
Well I can't lay claim to any quantifiable information but from what I've experienced, these are a quality wheel which has the advantage of being repairable. I've just got 2 more sent down here so I have two sets of 11.5" x 18" all round. Means that we can run a square setup x2. The build quality looks absolutely first rate. I have heard less than satisfactory feedback on Forgelines which appear to be quite similar. Not sure of the differences but I am sure you'll be happy with these new boots Shawn.
ps...am interested in your take on that link Duke posted re Inj's. Have you had a chance to play with it? http://www.rceng.com/technical.aspx
I'm interested as far as trying to "even up the playing field" in terms of dyno numbers. I know that some have proposed e.g. 100-200kmh times. Others have made a calc based on 1/4 terminal speeds. As we've progressed in the 951 world I see that some others are equating inj size and duty cycle to equate power figures. As we know there is always going to be discrepancies between dynos, and even countries of origin. Also as many of us have conceded that in reality the dyno is really only a tuning tool and something to compare the previous setup against. I will be posting my results in a few weeks time and am anticipating lower figures than others would guesstimate given similar modifications. It's all academic to a degree but am more interested in something that is quantifiably measurable.
ps...am interested in your take on that link Duke posted re Inj's. Have you had a chance to play with it? http://www.rceng.com/technical.aspx
I'm interested as far as trying to "even up the playing field" in terms of dyno numbers. I know that some have proposed e.g. 100-200kmh times. Others have made a calc based on 1/4 terminal speeds. As we've progressed in the 951 world I see that some others are equating inj size and duty cycle to equate power figures. As we know there is always going to be discrepancies between dynos, and even countries of origin. Also as many of us have conceded that in reality the dyno is really only a tuning tool and something to compare the previous setup against. I will be posting my results in a few weeks time and am anticipating lower figures than others would guesstimate given similar modifications. It's all academic to a degree but am more interested in something that is quantifiably measurable.
08-31-2013, 11:18 AM
#893
Rainman
Rennlist Member
Rennlist Member
I know that some have proposed e.g. 100-200kmh times. Others have made a calc based on 1/4 terminal speeds. As we've progressed in the 951 world I see that some others are equating inj size and duty cycle to equate power figures...It's all academic to a degree but am more interested in something that is quantifiably measurable.
that would give you a pretty good representation of the whole RPM range and no worries about shift-time discrepancies when you have to hit 4th to get to 200kmh.
08-31-2013, 11:25 AM
#894
100-200kmh is a nice round measurement but in terms of legal practicality, what about a 70-170kmh run, 3rd gear only? we've all more or less have the same ratios and tires are about the same diameter, so 170 is about as much as 3rd gear goes and thats really the gear used most for easy highway passing.
that would give you a pretty good representation of the whole RPM range and no worries about shift-time discrepancies when you have to hit 4th to get to 200kmh.
that would give you a pretty good representation of the whole RPM range and no worries about shift-time discrepancies when you have to hit 4th to get to 200kmh.
08-31-2013, 01:35 PM
#895
Rennlist Member
Thread Starter
ps...am interested in your take on that link Duke posted re Inj's. Have you had a chance to play with it? http://www.rceng.com/technical.aspx
I'm interested as far as trying to "even up the playing field" in terms of dyno numbers. I know that some have proposed e.g. 100-200kmh times. Others have made a calc based on 1/4 terminal speeds. As we've progressed in the 951 world I see that some others are equating inj size and duty cycle to equate power figures. As we know there is always going to be discrepancies between dynos, and even countries of origin. Also as many of us have conceded that in reality the dyno is really only a tuning tool and something to compare the previous setup against. I will be posting my results in a few weeks time and am anticipating lower figures than others would guesstimate given similar modifications. It's all academic to a degree but am more interested in something that is quantifiably measurable.
I'm interested as far as trying to "even up the playing field" in terms of dyno numbers. I know that some have proposed e.g. 100-200kmh times. Others have made a calc based on 1/4 terminal speeds. As we've progressed in the 951 world I see that some others are equating inj size and duty cycle to equate power figures. As we know there is always going to be discrepancies between dynos, and even countries of origin. Also as many of us have conceded that in reality the dyno is really only a tuning tool and something to compare the previous setup against. I will be posting my results in a few weeks time and am anticipating lower figures than others would guesstimate given similar modifications. It's all academic to a degree but am more interested in something that is quantifiably measurable.
I think the dyno has been a useful tool for me because I have used the same dyno and knowledgeable operator for all my runs and for the most part I am comparing results with previous runs. I also think my early runs (238 hp, 15psi, A-Tune, and test pipe) demonstrated reasonable and expected results.
Looking forward to your dyno Patrick. The car looks amazing.
09-01-2013, 01:14 AM
#897
100-200kmh is a nice round measurement but in terms of legal practicality, what about a 70-170kmh run, 3rd gear only? we've all more or less have the same ratios and tires are about the same diameter, so 170 is about as much as 3rd gear goes and thats really the gear used most for easy highway passing.
that would give you a pretty good representation of the whole RPM range and no worries about shift-time discrepancies when you have to hit 4th to get to 200kmh.
that would give you a pretty good representation of the whole RPM range and no worries about shift-time discrepancies when you have to hit 4th to get to 200kmh.
To me the 100-200 km/h through the gears is more relevant because it gives as much indication from the engine power as the car's dynamics. A properly set up car with less power can be faster than a heavier car with more power, for instance, and acceleration matters more than hp.
09-01-2013, 02:11 AM
#898
Rennlist Member
I suppose that if you can reach 200kmh then you could run logs between any speed comparisons. This might be a bit fairer as there will be people with different gearing or transmissions.
09-01-2013, 11:49 AM
#899
Professional Hoon
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For me 3rd gear 100-160 km/h is good. Just because it's easier to do.. But comparing times will be in the nearest .1 or less of a second. As 100-160 km/h uses all of 3rd gear. But the load wouldn't be the same in 4th.
