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The 1st graph shown is the Evo8 w/Magnus SIM & s259 vs Evo9 w/FP-Green & OE Intake Manifold both at 27psi.

The 2nd graph is the Evo8 w/Magnus V5 & S259 at 23psi vs Evo9 w/FP-Green & OE Intake Manifold at 27psi. I don't have a graph with the Magnus V5 at higher boost levels yet hence the reason for the older intake manifold in the first graph.

The cars power graphs are so different I made the lines for the FP-Green dotted for better differentiation.

Spool difference is about 700-800rpm at the same boost level.



As stated previously...The 2nd graph is the Evo8 w/Magnus V5 & S259 at 23psi vs Evo9 w/FP-Green & OE Intake Manifold at 27psi. I don't have a graph with the Magnus V5 at higher boost levels yet hence the reason for the older intake manifold in the first graph.

 

Keith, what kind of fuel were you using on those 27psi runs?

 

The FP-Green Evo9 is on E85 and the S259 Evo8 is on 118oct.

 

Keith-

How soon can I get my V2 back if you borrow it? PM me if interested and to work out the details...

-E

 

Very good write up Keith and exelent info this is HOW a test should be done.
Keep the info coming.

 

PM sent

 

in case no one has mentioned it you can get the s362 in a s200 compressor cover it'll hurt the top end slightly but help the spool and response slightly

but i've seen a 2.0 vw make 31psi on a s362 with a .7o hotside by 4500 rpms

and rhe evo heads flow much better than the VW heads

 

I am aware of that option, but that wouldn't be a fair comparison.
The S362 uses a slightly larger turbine wheel 76.3/67.6 than the S200 turbos which are standard 74/64. Since the primary affect on spool is on the turbine side of the turbo (turbine wheel size and turbine a/r) to keep things consistent we will use the standard S200 turbine wheel size for these tests which keeps it in the S200 family. If we use the larger S300 turbine wheel size the tests would reflect more on the S300 frame turbos without direct relevence on the S200 family.
The S262 will be retained on the testing list.

 

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PM'd on possible more testing data.

Chris

 

I guess...Kelfords never came?

 

No, I am waiting for Spring so the data isn't skewed with the colder temps. Up until recently we have had several consecutive weeks of temps below freezing.

 

How well does the correction factor account for weather changes such as temp? Isn't that what it's for? Ever tested a car on a hot day vs. a cold day to see how much power changed? That would be an interesting test . . .

 

When you get more than 20degs difference you start to see how greatly the spool is affected. Peak power changes a little but isn't as bad until you get a 40deg split. The weather correction factor does a great job but it can't account for all the differences on a turbo car. When there is a large split in ambient air temp you can't really use it for a true test comparison between parts.

Not sure how many extreme examples I have since we try to keep all variables as close as possible. If there are extreme differences in ambient air temps we baseline the car before testing is done so we can see how the car sits in the environment provided.

I am waiting for more comparable weather to finish this testing so I can use the old data already captured.