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Turbo/Exhaust
DIY short runner twin scroll manifold with dual 38mm Tial
GTX3582r Gen I
ATP 1.06 a/r T4 TS turbine housing
TurboSmart Oil Pressure limiter
3" downpipe to 3.5" exhaust
3.5" 100cell high flow CAT
3.5" Varex Muffler (valve open)
Thanks to Curt for the killer engine and I think this was his first shortblock with the Eagle 94mm crank.
Thanks to Aaron @ English Racing for the base tune and the 40+ emails he answered!
Thanks to mrfred for his help and explanation settting up the definitions for ECUFlash and EVOSCAN!
I was able to make two runs and decided not to make a third run because IDC was hitting 99.7% and the car was running a hair lean. I typically see ~96% IDC on the street and I know I need to get a set of FIC1650's. Runs were done on straight Shell 93 octane, which is what I run on the street.
Here are the results of the second pass on the dyno and runs are done in 3rd gear.
Here is the log from the dyno run above
Here are both runs with Smoothing of Zero
I'm sure I missed some details so if you have any questions please ask.
Last edited by 240Z TwinTurbo; Feb 26, 2019 at 01:40 PM.
Very nice results indeed. Is there a bottleneck on the fuel system? 100% duty cycle seems a bit high for the given horsepower. Do you have a larger feed line? I think typically 1000cc with double 450's and -8an feed line (including fuel rail) max around 650whp on pump gas. Prob pte injectors have around 5% losses in contrast with ID1050x, which given consideration with your dyno would be maxxed around 583whp.
Very nice results indeed. Is there a bottleneck on the fuel system? 100% duty cycle seems a bit high for the given horsepower. Do you have a larger feed line? I think typically 1000cc with double 450's and -8an feed line (including fuel rail) max around 650whp on pump gas. Prob pte injectors have around 5% losses in contrast with ID1050x, which given consideration with your dyno would be maxxed around 583whp.
The injectors are actually making a bit more than expected. PTE 1000cc (flow tested) support ~1000cc@43.5psi, which is the base pressure I run. Supply line off Squash Double pumper is 1/2" stainless hardline I made and pressure is holding under boost. If you run any of the online calculators and assume 100% IDC they say ~540hp@wheels on gasoline.
So they are pretty much maxxed up, regardless the fuel pump, lines or rail. Having a look in injector Dynamics 1050x Dynamic Flow Data at 75psi(43.5 psi base fuel pressure + 30psi of boost) they flow 1390cc. If you add 1390cc on 100% duty cycle, they have 751whp on gasoline.
So they are pretty much maxxed up, regardless the fuel pump, lines or rail. Having a look in injector Dynamics 1050x Dynamic Flow Data at 75psi(43.5 psi base fuel pressure + 30psi of boost) they flow 1390cc. If you add 1390cc on 100% duty cycle, they have 751whp on gasoline.
That is not how it works for turbo applications. The 75psi flow data would assume a base pressure of 75psi and not the flow due to 45psi base pressure + 30psi boost. The fuel pressure regulator increases fuel pressure 1:1 with boost pressure to maintain a constant "differential pressure" of 43.5psi in my case. So with a base pressure of 43.5psi and 30psi boost you have 73.5psi of fuel pressure that is spraying into a 30psi intake so your injector flow is based on (73.5psi fuel pressure - 30psi boost) 43.5psi.
Anyway, just ordered some HighZ FIC 1650cc injectors.
That is not how it works for turbo applications. The 75psi flow data would assume a base pressure of 75psi and not the flow due to 45psi base pressure + 30psi boost. The fuel pressure regulator increases fuel pressure 1:1 with boost pressure to maintain a constant "differential pressure" of 43.5psi in my case. So with a base pressure of 43.5psi and 30psi boost you have 73.5psi of fuel pressure that is spraying into a 30psi intake so your injector flow is based on (73.5psi fuel pressure - 30psi boost) 43.5psi.
Anyway, just ordered some HighZ FIC 1650cc injectors.
That's good to know, thank you for clarifying this to me. Looking forward to see the results with the newer injectors!
Turbo/Exhaust
DIY short runner twin scroll manifold with dual 38mm Tial
GTX3582r Gen I
ATP 1.06 a/r T4 TS turbine housing
TurboSmart Oil Pressure limiter
3" downpipe to 3.5" exhaust
3.5" 100cell high flow CAT
3.5" Varex Muffler (valve open)
Thanks to Curt for the killer engine and I think this was his first shortblock with the Eagle 94mm crank.
Thanks to Aaron @ English Racing for the base tune and the 40+ emails he answered!
Thanks to mrfred for his help and explanation settting up the definitions for ECUFlash and EVOSCAN!
I was able to make two runs and decided not to make a third run because IDC was hitting 99.7% and the car was running a hair lean. I typically see ~96% IDC on the street and I know I need to get a set of FIC1650's. Runs were done on straight Shell 93 octane, which is what I run on the street.
Here are the results of the second pass on the dyno and runs are done in 3rd gear.
Here is the log from the dyno run above
Here are both runs with Smoothing of Zero
I'm sure I missed some details so if you have any questions please ask.
On the screenshot of your log there is the bottom line... Is that showing us your timing?
That's good to know, thank you for clarifying this to me. Looking forward to see the results with the newer injectors!
No worries and just trying to provide clarity. The base pressure defines the flow capabilities of the injector. To set base pressure you start the car and then remove the vacuum line to the regulator and plug it with a small bolt. This will allow your fuel pressure regulator to reference atmospheric pressure (aka "0 psi boost") and you then adjust the regulator to whatever base pressure you want. On the GTR the base pressure is 51psi with the factory regulator, but I set the EVO to a base pressure of 43.5psi, which is pretty standard. So on the GTR when I run 24psi I see ~75psi of fuel pressure, but the flow capabilities of my injectors are based on 51psi. Another thing you always need to consider is the fuel pump flow decreases with an increase in pressure.
BTW, you can set your base fuel pressure to 75psi as you stated and the 1000cc injectors will flow like they are 1390cc injectors. However, if you run 30psi of boost you now have a fuel pressure of 105psi so looking at the Walbro 485 pump chart you have cut your fuel pump flow by ~50% vs 73.5psi fuel pressure (43.5psi base pressure + 30psi boost).
What a powerband!!! I have been watching your builds and i like your approach! Trying to build cars with plenty of power but great response and minimal lag.
Im also running a GTX3582r and curt brown built head but on a single scroll T3 and higher compression 2.0L motor. Now that i saw this im thinking i should have built a high rev
stroker like yours with compression in the low 9's..... well food for thought for the next set-up!! Enjoy it man
What a powerband!!! I have been watching your builds and i like your approach! Trying to build cars with plenty of power but great response and minimal lag.
Im also running a GTX3582r and curt brown built head but on a single scroll T3 and higher compression 2.0L motor. Now that i saw this im thinking i should have built a high rev
stroker like yours with compression in the low 9's..... well food for thought for the next set-up!! Enjoy it man
Thanks for the compliments. I just came off a Curt Brown 10:1 2L (revving to 9K) so the difference in spool was ~300rpm vs the 2.15L same turbo. It is my DD and I don't race so I wanted the extra torque. Your 2L is fine so just focus on perhaps changing the header and turbine housing.
Feb 26, 2019, 01:28 PM
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