john ix greece

and this is my car now with 507whp on mustang

94AWDcoupe

iTrader: (125)

john, nice numbers on this turbo. 510whp.540ft/lbs dynojet are best numbers yet. makes my sorry I sold the hks cams that came with it. sold them cheap too. sucks.

highbredcloud

iTrader: (2)

John...what is your full mod list...the most I have seen on this turbo was around 490AWHP...but less TQ...also what is up with the way TQ is read on your dyno...what is 75wtq? what measures is this done in? what is the equilivent to US standards?

highbredcloud

iTrader: (2)

John...I am postive now that your standard measure of HP in Europe is different than what we use here in the states...I have the same turbo with the same cams and I put down 412AWHP on a mustang dyno at 32psi spike with 28psi taper...so on a dyno jet that would be about 460AWHP with the 12% difference between the two dynos...and I put down 385AWTQ...which is about 430AWTQ on a dyno jet...do you have a built 2.0L? what intake and exhaust manifold are you running? how much boost are you running? I know the turbo kicks ***...I have one...but no where near I am getting these types of numbers form a 2.OL ...Recently I had my 2.3L motor on a dyno with that turbo and it made 497AWHP and 498AWTQ at 28psi...on e85...I want to see what I can get with more boost...but that is crazy that with a less of a motor (2.0L) you are getting more TQ than a 2.3L is...

JohnBradley

iTrader: (30)

Quick Aaron Math (assumes peak VE is constant between the 2 motors)-

2.4/2.0=1.2
2.3/2.0=1.15

2.0/2.4= 0.8333
2.0/2.3= 0.8695

i.e my 2.0 at 29psi makes 590whp, my 2.4 did it at 23psi.

I've posted about it a bunch

The last one was "Why I'll never go back to a 2.0L"

highbredcloud

iTrader: (2)

Arron...what does this all mean...sorry must be too late for me to think...what do you divide by what to get the hp over boost? on 2.0L vs 2.3L? If I am correct than at 28psi on 2.3L I would need to be running about 32psi on 2.0L to get the same HP? I too would not go back to a 2.0L again...its too much fun having all that power whenever you want it...

john ix greece

stock block 2.0
cp pistons
crower rods
eagle crankshaft
kelford cams 276-280
hks Valve Spring retainers
buschur ported intake manifold
injector dynamics 1000
autobahn 88 ic
tial bov
hks 7460
buschur ported mafilold
tial external 28
snow performance meth stage 3
autronic sm4
autronic knock sensor
2.2 bar overboost 100ron pump gas + methanol

this is my mod list sir..

mrfred

iTrader: (50)

The best that R/TErnie was able to extract from his 7460R with a full complement of the best available bolt-ons (including much of his own stuff) was 488 whp DJ and about the same number for torque (in ft-lbs) on E85. I'm not buying any numbers higher than that from a 2.0L motor.

Sean@Iveytune

iTrader: (14)

Oh not to be an *******, but the turbo we sent to HKS has been warrantied and is on the way back!!
Hold that!

Sean

JohnBradley

iTrader: (30)

Its the exact math of what I have called "adjusted displacement factor" to figure out what a turbo should do on 2 different sized motors as long as the breathed (VE) exactly the same.

So basically my car made 590 at 29psi on a 3586 using the 2.0L. I changed nothing (well almost nothing) but engine size to a 2.4 and made the same power at 23psi. Since the motor is now a 2.4 that is 20% larger than the 2.0L, so if you took 29psi and hit it with either 80% or divided by 1.2 (doesnt matter) you get 23.2psi. What this means is thats the airflow it takes to make 590whp on a 3586. If it is a 2.0L you will run into octane limit of the fuel faster than if its a larger motor that uses more air by nature and would keep the boost lower.

I use this math all the time and havent really found any large errors except when the VE changes radically (ported head to non ported head) and even then its normally only 1-2psi.

Case in point, the HKS 8460. We have a customer that made 495/492 at 27psi on E85 with one of our 2.4s. I dont know what boost Eric ran when he made the 488 without looking it up but using this math I can make a pretty close guess.

27 (the 2.4 car) times 1.2, for the difference between the 2.0 and 2.4, equals 32.4psi at least. I think he was using S2s, this customer was using M2 cosworths so that can account for some of the difference like I was talking about before.

Aaron

keath

Aaron I m in afghan now but got a question for when I come back.
What kind of lag will I get if I switched to green turbo with o2 dump? You know I hate lag...
Or should I just go with the o2 dump and a retune?
Also m2 vs s2..
Thanks

nollij

iTrader: (21)

I think I stated somehwere that I would post up if my HKS GTII 7460r failed...

meckert

iTrader: (11)

Man thats strange---thinking about just having it welded and put it back In?

chu

iTrader: (72)

I'm going on my 3rd year on the HKS and don't have some of those issues. My car is a dd, nd have seen multiple track days. So I find some of the failures pretty odd. I hope Ivey's post is accurate and they will warrantee when it does fail. I've heard of a guy who got his rebuild for $600.

As far as JohnBradley's post on power, I'm experiencing the same. My car tuned by PeteyTurbo at Krazy House, with only change on 2.3L vs. stock 2.0L. On the stock motor, I made 360/338 on 26 psi, safe tune for road racing. With the current 2.3L, I'm making 408/391 at 25psi. I don't want to argue weather conditions, etc. Just posting for references.

I AM NEVER GOING BACK TO 2.0.

nollij

iTrader: (21)

Eh. It was running fine until I ran a track day where I had back to back 20 minute sessions where I put maybe 5 minutes between the double sessions.

Who/what will warranty/rebuild this? Every time I go looking, people just put their hands up into the air and go "i dunno."