Is that a Parker/Racor filter? I run a bit larger one with a primer pump on my diesel p/u truck. It looks very similar to what I am using at any rate. What Micron rating of filter element did you decide to use?

 

It is commonly used in diesel applications, but is compatible with gasoline and E85. Regarding filtering, it is 2 micron.

 

I have been tuning the car and trying to eliminate full boost knock. I am currently running 33psi using 93octane on the new 10:1 Curt Brown 2L. I am now running -2deg @ 4K rpm and ramping to 8deg @ 9K rpm. I did rev the new motor to 8600rpm today, but I don't think it is making more power past 8K with the S2 cams based on the VE numbers.

What is interesting is that from a 3rd gear roll I am sometimes getting surge due to a slight increase in spool vs the old stock bottom end, which never surged in 3rd gear. I have attached a graph showing the surge and I will take a video that shows the DEFI gauges as this is happening. You can see from the graph that when I hit 30psi @ 4K rpm in 3rd gear I experience surge. I think the next mod will be upgrading to the GTX3582r sitting on my shelf. I had hoped to wait until after the 3.5" exhaust, new turbine housing, and new custom exhaust manifold, but I am unsure whether those mods will help or hurt.

33psi Run Video...Gauges

 

Unfortunately, the ethanol gauge blocks the "Check Engine Light," which I was using as the knock light. I added two LEDs and have them controlled with the outputs on the Haltech. The yellow LED is the new KNOCK LIGHT and the red LED is set to kick on under the following conditions... (>25psi & >12.0AFR). The red light is extra insurance should the second pump not kick on under boost. They are visible during the day and seem to work well. Below is a picture and quick video.

Light Test

 

I put the car back on the dyno today to test the new motor. I am not disappointed, but it is hard to interpret the results in terms of relative differences in the changes made. Here is the last run I did this summer, which was 460hp/374ft-lbs.


So the power improvements to the car are the new Curt Brown 10:1 2L bottom end and the Bosch P100-T coils. I would not expect the coils to make a difference vs. the Denso 90919-02240 coils and I guess other than off boost response the 10:1 2L is not going to create much power over the stock bottom end.

So new results were 461hp/374ft-lbs @ wheels with roughly the same boost, but perhaps an additional 1psi more on average. When you actually lay the graphs over each other and compensate for conditions the results are similar.

Old Run: 94.83F / 33% Humidity / Correction Factor: 1.07 - (466hp/380ft-lbs)
0deg(4.25Krpm)/7deg(6.5Krpm)/8deg(7.5K)/8deg(8Krpm)

New Run: 61.78F / 70% Humidity / Correction Factor: 1.04 - (461hp/375ft-lbs)
-1.2deg(4.25Krpm)/4.4deg(6.5Krpm)/6.5deg(7.5Krpm)/8deg(8Krpm)

I was experience surge coming onto boost, which is why you see the fluctuations at 4500rpm, but you do see the new 10:1 2L spools slightly faster.





This turbo setup would definitely benefit from cams(R2) and/or 3.5" exhaust and/or or E85.

I just updated the post to show actual timing based on logs of both runs. I had pulled out a bunch of timing because of perceived knock during tuning this past week . I really need to put some 100octane in the tank and filter out the false knock in the Haltech. When I first ran the Haltech I just transferred the timing curve and filtered out knock by just assuming the timing was good because I had run the same timing with 0 knock count using the stock ECU.

 

I can not see the third picture

You gain a interesting torque between 4k/4.5k. The high cr gave benefits

However although there was a lower exterior temp you didn't obtain benefits. As I said in the another post I don't think it influences much as you said. Maybe a bit max power difference but not 40/50hp. But is just my opinion I'm not a tuner

 

Do you have the boost log?

 

This assumes all things remain equal except boost and temps. My run today is not exactly the scenario I outlined, but I understand your skepticism.

Keep in mind the dyno correction factors are negating the temperature affects and if the correction was removed you would see that despite the lower timing numbers today's results would be ~8hp higher than the last dyno session. I will get a sheet comparing the runs without compensating for test conditions, which shows the power difference.

 

Yes this is assuming that is a equal or similar tuning setup

Not is exactly skepticism (maybe is ignorance jeje) because I true your words and the VD results but I think that if you maybe do a different tuning setup there would be less hp difference. But repeat is just my opinion. Maybe I'm wrong

 

The logs are raw data so they are unconverted numbers. Below is a screenshot of the final run showing 31.4psi@4204rpm.

 

Then do you gain a bit spool with the new cr?

I'm thinking to 9.5:1 for 98 oct (I think that is the same that the 93 oct there). What do you think?

Did you found any inconvenience with the 10:1 cr on pump gas? What did you use? 91oct or 93 oct?

 

Thanks for more data.

I'm suprised to see the losses up top. More compression really should help at higher engine speeds.

Out of curiosity, have you played with cam timing at all? Maybe dial in some more overlap on the low end to see if it helps get rid of the surge and drops peak cylinder pressures a bit and you might be able to get some of the timing advance back.

 

I understood that high cr helps in spool and response. And have de same hp with lower boost pressure (Sorry edited: I didn't explain me well before)

Another question. Why did you use 5 gear on the dyno? Why not 4?

 

Did you ever figure out the problem with the ZR1 coils? Or did you give up on them after the Bosch ones were working so well?

 

All dyno runs are done in 3rd gear.