scorke, I think more than a little bit. You are one of those that I take to heart and read carefully what you say. I absolutley wouldn't imply that you didn't understand something. That was TOTALLY for others. Not you. Thanks

 

David, thanks for the reply, you pretty much hit everything. I ask those questions just to clarify exactly what was involved in the comparison. Judging by the dyno chart markings, I'm assuming the Full-Race unit had the 2.5" turbine housing and the new setup is the GT series 3" housing and you are not referring to a 2.5" O2 housing vs. a 3" O2 housing?

I know you prefer uncorrected numbers, because that's what the car actually made. However, with how close all these runs are and since you are running on the same dyno, I think you would be better off looking at the corrected numbers. You are likely at the air flow limits of the turbo and the ambient conditions can drastically impact the power when you are maxing out the turbo simply because the max airflow rate through the turbo is pretty dependent on air density.

Summary, any chance you can post the corrected charts? All three over laid?

 

scorke, I do not usually use the AFR and boost on our dyno. It is very very rare that I bother to hook them up. Most cars I tune I tune using the AEM EMS, most of them have internal widebands and of course a MAP sensor. It is more common for me to NOT use them than it is to use them.

I think you'll find the majority of the charts I post don't have boost and AFR's on them.

Nothing is being hidden, I just don't bother using it unless for some reason I feel I will be called out on something.

 

There are no corrected charts. I do not input tempurature or weather conditions into my dyno. Without inputing those there is no way to manipulate the charts. IF there was a difference in weather it would effect the entire chart, not just the top end, which is the case here.

The Full Race header used a .82 Garrett 2.5" 4 bolt discharge housing, the header on the car now uses a .82 Garrett 3" 4 bolt discharge housing. The Tial uses a 3" discharge housing too and is a .82 A/R, I also tested a 1.06 Garrett 3" 4 bolt discharge housing.

 

hey david what head gasket do u recommend with a setup using a 2.0l block and that o ring job and a power level in the 650hp range pushing i guess 40ish psi....

 

not that my input does anything but i beleave the 1.06 i have is a 3.0 as well. just vband. cool stuff

 

Agreed, it will affect the whole chart.

That's the point too. Is this new setup truly making more top end power? Or was it really making less peak torque but because the air was better, it was able to shift the whole chart up and distort the results? Or is the opposite true and the new setup flat out makes more power across the board when comparing equal environments?

I understand using uncorrected numbers for bragging rights. But correction factors were specifically made for testing like you are doing. Provided your correction factor is within +/-0.03 of 1.00, the correction factors are accepted as the preferred numbers in the industry.

Regardless, thanks for posting the results. They are interesting. I also don't mean to tell you how to do your job. I just see some areas of uncertainty in your testing method and thought I would point out some ways I think you may be able to reduce this uncertainty in your results.

 

Roger.

The second thought of yours is the only reason I was scratching my head, I see it on every graph you post so when itsn ot there i was a little

Good stuff, keep on keeping on, and making more and more power on pump gas

Whats the price of an AEM and tune?

Scorke

 

What is the main difference between the ordinary Gt35r and the HTA35r? Does it have an anti surge compressor housing? If look at a compressor map on the gt35r it is pretty hard to keep on the rigth side of the surge line with a smal displacement.

What kind of timing are you able to run with C16? Have you ever thinking of giving a shot with e85? Would be interesting to see an comparison.

What kind of backpressure would you see at arround 30psi of boost with .82 turbine?

 

i want my buschur parts

 

The problem with the correction factors is they do not hold true for turbocharged vehicles from what I can see. I can dyno my car on a 80 degree day and again on a 40 degree day and the differences in power or minimal, much more so than if I plug in tempurature changes on the dyno and let it calculate the power. Enough of that, I am not running it corrected so it's all moot to me.

Complete AEM kit is $2199, that is the internal Uego box, wide band sensor, 5 bar map sensor, billet map sensor adapter (we make that) SS temp sensor bung, Air temp sensor. The COMPLETE kit with the proper sensors and the right way to do it. The tuning will depend on what you have and how long it takes but usually a custom dyno tune is around $300.

Difference between the HTA35 and the 35r is the HTA's compressor wheel is billet and slightly SMALLER. The low/mid range is improved with the HTA. ALL of Garrett turbos use the anti-surge ported cover. The timing I am running isn't for public posting. I have run the car on E85 but it makes so much power that even on 1600 cc injectors I ran out of injector, I was not willing to install multiple injectors so I switched back over to gasoline. I never dyno'd the car on E85, I can tell you that seat of the pants, the power would have been close to the C16 at the time. I did not do back pressure readings on these turbine housing changes.

 

I threw up in my mouth at what......630whp.

I definately wouldn't give me a ride now as I'll probably throw up in the car!!

 

Thanks for the warning slorice, no more rides for you!

 

David will you marry me ? LOL

 

David what intake manifolds do you plan on testing? Also are you planning on making your own? I know you mentioned having some CNC parts machined.

Those numbers are VERY impressive and I can't wait to see the car in action. Can't wait for 42 or Norwalk to open haha!!