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Since the local e85 stations were getting flaky near me, I decided to make a 9.0:1 CR motor, so i feel more comfortable when running cali's finest 91oct
I am believing my aem #'s on e85 for now @ 584whp/500wtq.
The calculation has proven +/-3whp when compared to 3 previous dyno jet visits, so im very confident in it's #'s when used on a flat road.
Torque is limited to clutch being used: Exedy twin SD
The results are below, however I am struggling to understand why my vd #'s dont match up with my aem #'s? My car has @ oem weight.
So when i extract an old dyno run from aem, import that into vd, they line up to the dj #'s. so aem=dj & vd=dj, however aem does not equal vd?
Any help would be greatly appreciated.
I know the VD torque isnt real, as i am running the much debunked "SD" pressure plate which isnt rated to handle that torque + the old butt dyno knows it aint putting down that torque either...
fwiw, more time needs to be spent working on the 91oct boost profile to make the most out of 91oct up top. Currently just tickling 500whp, as i run up against a huge backpressure wall which just induces knock. ALL Graph's below are on E85
Last edited by Aby@MIL.SPEC; Aug 4, 2016 at 01:42 PM.
Does it match closer without using SAE correction? Also, does the AEM account for tire size?
I was under the impression i was using the sae correction. i entered the the air temp & baro.
I will try another road, it is visibly uphill, but just slightly.
@ evo8vz, yes - aem does allow you to cater for tire sizes.
it is the oem twin scroll hotside.
also, without the hardwire, the walbro 450 & 1200cc inj would go / went lean. I would have to go back thru old data to see where that crossover point with boost level vs afr maintainability was without the hardwire. The Hardwire allowed me to run the boost im at. I know that my hp is limited with turbo & fueling combo.
I'd still like to see it on a dyno for confirmation.
Me too. Still not a local dj. There are dyno dynamics & mustangs. However, when i have run on them in the past, the way the dyno releases the rollers isnt the same way a dyno jet performs. For me, i can virtually overlay a 3rd gear rpm trace on a dj & a flat road... no funny business.
Originally Posted by mrfred
So that Hobb switch-activated helper circuit for the fuel pump made a difference?
Nice numbers, I too would like to see them on a dynojet. As far as fueling goes with the 1200's , I presume it was running out after 7000? Or was the power nosing over from the backpressure with the small turbine wheel and large crank? Looks like the runs were cut short. Not a big deal since your combo makes power everywhere but I'm just after the data.
Its going to be hard and some what risky to make big power on 91 up top with the backpressure issue. Not sure what you had in mind, but E85 is cheap insurance for anything IMO.
The only other high green numbers I could find were from curt brown back in 2011. Looks like he made 605/529 at 31.5psi and falling.
Nice numbers, I too would like to see them on a dynojet. As far as fueling goes with the 1200's , I presume it was running out after 7000? Or was the power nosing over from the backpressure with the small turbine wheel and large crank? Looks like the runs were cut short. Not a big deal since your combo makes power everywhere but I'm just after the data.
Its going to be hard and some what risky to make big power on 91 up top with the backpressure issue. Not sure what you had in mind, but E85 is cheap insurance for anything IMO.
The only other high green numbers I could find were from curt brown back in 2011. Looks like he made 605/529 at 31.5psi and falling.
TPG made 638 IIRC but single scroll....much rather have the MHI. I just can't imagine this type of spool. Would like to try this setup . His compression also isn't extremely high. I love this build I'm impressed by all accounts.
The only other high green numbers I could find were from curt brown back in 2011. Looks like he made 605/529 at 31.5psi and falling.
in 2014, i made 632.7 whp on the hgms dyno dynamics @ 32.x boost, running out of breath @ 28.x psi @ peak power.
The turbo seized up a few weeks after
It's tough for me to say how much snap / off-low boost power i lost by going to the lower CR from ~10.5 down to 9.0, as i went back to an oem FD as well.
I do know i am ~3 deg less timing & ~1 psi less with the pull graphed above vs my hgms dyno run. same block, head, cams, IM, etc... just different hta-grn (from 2014 era) & different pistons.
ran out of fuel much earlier than 7k with stock wire walbro 450 / 1200cc inj on e85
backpressure reference is to running 91oct, relative to stock 2.0L on fp-red on 91oct ign timing, so the knock sensor was telling me
Last edited by Aby@MIL.SPEC; Aug 5, 2016 at 07:24 AM.
I ran against a 2015 hellcat-auto on 91 oct yesterday, co-worker. We went from a slow roll, i jumped out ~1 or 2 cars & pretty much held that gap up thru the top of 3rd gear..... maybe the hellcat was inching up before we ran out of straight road.
The run was warmer than when i conduct my pulls going to work, boost @ 7500 was 26.3 vs ~27.8 in the morning time.
Aug 3, 2016, 01:04 PM
. His compression also isn't extremely high. I love this build I'm impressed by all accounts.
