The Ultimate Pump Gas Turbo.
#16
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Damn that a sick *** powerband.
Great data, really interesting to see all that information. What are the standard conditions used on your "corrected airflow" data?
Based on the turbo speed and airflow, it looks like the turbo is maxed out around 55 pounds/min? Very impressive considering it's breaking 300ft-lbs around 3000 RPM.
What MAF sensor are you using?
Great data, really interesting to see all that information. What are the standard conditions used on your "corrected airflow" data?
Based on the turbo speed and airflow, it looks like the turbo is maxed out around 55 pounds/min? Very impressive considering it's breaking 300ft-lbs around 3000 RPM.
What MAF sensor are you using?
Last edited by GrocMax; Apr 2, 2010 at 03:02 PM.
#17
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More Trq in the midrange, the turbo is designed to run up to 155krpm or so, running past that is operating outside its intended range, but possible. So if you bring it up to 155krpm in the midrange you can fill all that in with trq and run 35+ in the middle if ya want, but this is 93 octane so ill advised
#18
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How are you controlling boost? has to be more than just a manual controller. My initial tuning at 27psi with my evoX version of this turbo on my evo 1 was resulting in a mean 35psi spike with manual boost controller. sure would like to see a steady boost curve like you have.
thanks for posting that log. some very use full info in there.
thanks for posting that log. some very use full info in there.
#19
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How are you controlling boost? has to be more than just a manual controller. My initial tuning at 27psi with my evoX version of this turbo on my evo 1 was resulting in a mean 35psi spike with manual boost controller. sure would like to see a steady boost curve like you have.
thanks for posting that log. some very use full info in there.
thanks for posting that log. some very use full info in there.
If you get a huge spike in a manual controller my guess is you have a large pressure drop from comp outlet to intake and are using intake as boost control pressure source, the bleed hole in the boost controller is too large (or possible sticking valve), the WG is preloaded too much, or a combo of all or part of the above. Might try switching to a comp outlet pressure source and see if it eliminates the spike.
Last edited by GrocMax; Apr 2, 2010 at 07:13 PM.
#20
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i always take the boost source pre intercooler. learned that log time ago. The boost controller is old style hallman. it may have a pretty good size bleed hole. The actuator is custom holset. chosen because it has 50% more travel than most. allowing flapper to swing farther open . i also gently round the corners on wastegate hole which also improves flow and reduces spike. i have been fighting graduating to electronic control but it seems apparent it is going to be worth it.
#21
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WOW. That's very impressive.
I know I couldn't realistically expect you to do this anytime soon, but I'd like to see the identical setup, except on a 2.0l, then 2.0 on E85. Normally, the usual customer car on the same dyno would suffice, but this car has quite a few things that bumps just out of the average simple DD setup, most notably the MoTec.
However, I DO think it would be easy for you to show us the current setup on E85. Any chance?
I know I couldn't realistically expect you to do this anytime soon, but I'd like to see the identical setup, except on a 2.0l, then 2.0 on E85. Normally, the usual customer car on the same dyno would suffice, but this car has quite a few things that bumps just out of the average simple DD setup, most notably the MoTec.
However, I DO think it would be easy for you to show us the current setup on E85. Any chance?
#22
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Eyeballing the chart, it looks like you are closer to 58 lb/min. And that's at 84F compressor inlet temps as well. Very impressive. I love when you guys post all of the data like this. I'm a data junkie...that's where it's at...no bs, just solid data.
Very impressive.
Very impressive.
#26
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If you run it out to the end of the compressor map (which we all do) peak power will remain the same, what happens before and after peak will change wit ha different engine configuration. Boost pressure doesn't equal power, it is a measurement of engine airflow restriction. Airflow is more directly related to power. The difference between a 88mm stroke and a 100mm stroke engine can be seen by changing the RPM axis into mean piston speed, then configuring as RPM for each stroke.
#27
^^ I think this is more or less true for non knock limited fuels no?? I mean on a 2.3L you will reach a given airflow at lower boost, which will allow you to run closer to mbt.
For example, on a 2.0L, to achieve the same airflow you would have to run more boost, which in turn will result in lower timing on knock limited fuels. This won't be a problem on e85 or c16 though, as you will hit your mbt regardless of the boost.
For example, on a 2.0L, to achieve the same airflow you would have to run more boost, which in turn will result in lower timing on knock limited fuels. This won't be a problem on e85 or c16 though, as you will hit your mbt regardless of the boost.