I think you're repeating yourself because you refuse to consider opinions that differ from your own, and confuse fact and opinion. I'm listening to everything you say, but I don't agree with a lot of it.

My understanding from previous reading and a few papers I just found to see if there was anything new since I last looked at peak cylinder pressure measurement is that it is useful to keep consistency of emissions, output and good knock control once you have already optimised it. However, you can't reach the optimum by getting to a specified peak cylinder pressure point on an unknown engine without using a dyno or measuring some other proxy for measuring output. So you could now measure peak cylinder pressure on Mark's engine and keep it there in future to keep it consistent.

So I'll go back to the point again that if it makes power and doesn't break then that's where I'd run it. If the peak cylinder pressure point is off that demonstrated to work for different engine architectures, some of which run on other fuels or are normally aspirated then it won't bother me!

 

We don't know that it is, We have no way to measure it to affirm one way or another, and therefore your assumption can be only that. This is the end of it as far as I am concerned, and I have no interest in wasting my time in belaboring the point further.

 

Well Mark, the first engine I recall dyno tuning (to test a cam profile I designed) was back in 1986, and I've tuned numerous setups over the years since that time in a variety of platforms.

As far as my professions, there are two, neither of which I care to detail in public. However, I can say they both employ applied sciences.

Now if you don't mind, I have a few questions to better my perspective with respect to the dyno results referenced in the link at the top of the page:

(1) What EM system is used?
(2) What is the static CR?
(3) Is there anything being injected besides petrol?
(4) What is the approximate ignition timing around the torque peak?
(5) Describe the intercooling setup used for the test.
(6) What is the approximate duration at 1mm for the cam set in question?

Thanks in advance.

 

answers in quote

Mark

 

Max EGT?

Turbine hotside type (e.t. T3, T4, Divided, etc.) and ratio?

 

Full race GT35 .82ar T3 flange 875c after turbo non divided for more power it would be a GT4088 split pulse T4 flange as it has reached the flow limit of the turbo.

Mark

 

Very well. I understand it's not worth disclosing certain things for the sake of a discussion, and frankly I wouldn't either. Have you recorded EGT?

 

He mentioned 875C after turbo as you quoted, would be interested in a pre-turbo reading if available too.

 

Yes, the manifold temp is what I was asking.

 

This is so bad, I dont know why im still reading this. All off you need to just agree that there are different ways to tune, and so be it, if they like doing it one way, and find that on there gas it works better that way, so be it.

 

For all the doubters about what Mark achieved here is another engine he just built running a Ams GT37 turbo kit. I dont see ams not believing it considering they want to put the car on the their website.

http://www.lancerregister.com/showth...hreadid=141702

And here is another customer car of his he recently tweaked its a forged 2ltr running a Ams gt30 turbo kit.

http://www.lancerregister.com/showth...hreadid=141833

 

We rarely use engine dynos here, so we have little means for comparison.

Ditto that for the DD dyno data, as we get different numbers in shootout mode (which I've personally witnessed).

No one is doubting that the numbers look good (in what case would they not?), but we have insufficient information for the dyno or the track with which to draw truly worthwhile comparisons.

 

It's always hard to compare results between Europe dynos and Us dynos, but it's always a great thing to discute, this threda is really intersting...