refresh951

Unbelievable curve! Great results! Curious about timing during boost ramp. The spool-up is the best I have ever seen. Are you measuring EGT?

Also, did you design the intake (short runners) around optimizing a particular torque?

URG8RB8

Forgive me if you have stated before, but I am curious as to which fuel you are using. E85 is very uncommon in the EU and 26 psi is the highest I have seen anybody running. Is higher boost another added benefit of the 16V head? Also be curious as to your oil selection. Thanks!

refresh951

Definitely can run higher boost wrt flex with the 16V head as it is stiffer, more knock resistant, and flows significantly more cfm. The 16V head is superior in every way except cost.

V2Rocket

what intercooler is being used on this dyno?
if its an air-water type the air going into the engine could very well be near ambient temperatures even at those boost levels.

333pg333

Pretty sure Tim is running 98oct pump fuel from memory? Might be stated earlier in the thread.

Chris White

Its -10c here right now....with a 20mph wind...

Chris White

That's what I figured.
It also looks like somebody either opened that door or turned on a fan at 6krpm. Sudden barometric pressure drop and temp drop. Either that or there is something hooked up with the sensors that disturbs the sensor grounds.

333pg333

Heyzus Kristo!! Is that even legal???

Chris White

The sad thing is that we don't really consider that cold!
Winter lows can go to -30c
About an hour north of me got 30" of snow in the last two days.

BTW - a couple of years ago I got to do a chassis dyno session at about -15c. Since this chassis dyno has a giant 3 phase fan to pull air thought the test cell you have to open the garage door to the out side or it will try and collapse the building. The test results showed the air temp dropping quickly once the pull started. By the time we got to the end of each pull it was very cold. Good for extra HP!

gruhsy

Heatwave!

Thom

It's the tuner's choice to balance boost with ignition timing in order to get right below the knock threshold, which is higher with the 16V than with the 8V head.

URG8RB8

Yes, I was aware of this, but still never seen 26 psi, especially on brand new build, no break in at all mentioned, block not sleeved, engine out of car on dyno, so I would also assume no knock monitoring, unless he has that fancy headphone and stethoscope setup.

Tom runs 100 octane 100% of the time, but never remember him mention more than 22psi ever, he has all kinds of knock monitoring enabled and still has some events at 20, with what I am sure is one of the better tuned engines around. I will be very curious as to the longevity of this build. I have been collecting parts for some time now. Going to attempt one of these as well. Tim appears to be pushing the limits, but I am all ears, very interesting. One of the best charts I have ever seen.

Duke

The results are great and a very nice accomplishment but you cannot compare the curve or spool of a static engine dyno run with a dynamic dyno run.
If you lock rpms long enough at each 500 rpm steps at 100% throttle you can get a huge turbo to spool very low down in the rpm range.

This is not to take anything away from Tim's work, absolutely not. But apples needs to be compared with apples and oranges with oranges

Thom

Tom M'Guinn runs an 8V, so the comparison isn't exactly fair.

61mm inducer sounds like the same size compressor as a GT3582R.

URG8RB8

Yes, also aware of his being an 8V, thus my interest if the head being so much better allows this large increase in "safe" boost. As Duke mentioned like to see the numbers when installed into the car and on a chassis dyno. Good point on the turbo sizing.