Evo X bolt on Garrett GT30R turbos
I think that Virtual Dyno Room is a nice way to compare runs on the same car, but I was fiddling with it and can't get the torque to match my Mustang Dyno runs no matter what I do which seems odd. Since the Mustang Dyno run my car has loads more torque yet it doesn't show up that strong which seems silly. Stats for the wheel diameter and gear ratios can also alter the numbers sigificantly so you can tweak the numbers to whatever you want them to say, plus different smoothing numbers can wildly alter the curve as well.
Edit* and here's mine, rename txt to csv
Oh and I weigh 150 and the car had a full tank of gas with my tool set so that's around 150 extra pounds on the car. Tire size is stock
Last edited by SiC; Jul 25, 2009 at 06:00 AM.
Ok cool, I'll start doing some multiple runs at different boost levels to see if running boost too high is hurting or helping me. Still seems odd my torque numbers are so low, could just be the weather hurts that worse than anything else. When it was 60F out and dry my intercooler was cold to the touch , today at 80F and humid as all heck it was warm on the left and ambient on the right.
I'll check out your file over the next week and compare it to some runs after my trip to the dyno and tuning tweaks.
Also just thought of something, were those runs you posted on the street or on the dyno? That could make a huge difference as well since there is no "real world" wind resistance and potentially not as much load on the car. Doing the tests on the street you are faced with accelerating on a slight downhill versus uphill and other factors that the simple weather compensation really doesn't allways account for.
I'll check out your file over the next week and compare it to some runs after my trip to the dyno and tuning tweaks.
Also just thought of something, were those runs you posted on the street or on the dyno? That could make a huge difference as well since there is no "real world" wind resistance and potentially not as much load on the car. Doing the tests on the street you are faced with accelerating on a slight downhill versus uphill and other factors that the simple weather compensation really doesn't allways account for.
Last edited by Hiboost; Jul 25, 2009 at 01:47 PM.
Ok cool, I'll start doing some multiple runs at different boost levels to see if running boost too high is hurting or helping me. Still seems odd my torque numbers are so low, could just be the weather hurts that worse than anything else. When it was 60F out and dry my intercooler was cold to the touch , today at 80F and humid as all heck it was warm on the left and ambient on the right.
I'll check out your file over the next week and compare it to some runs after my trip to the dyno and tuning tweaks.
Also just thought of something, were those runs you posted on the street or on the dyno? That could make a huge difference as well since there is no "real world" wind resistance and potentially not as much load on the car. Doing the tests on the street you are faced with accelerating on a slight downhill versus uphill and other factors that the simple weather compensation really doesn't allways account for.
I'll check out your file over the next week and compare it to some runs after my trip to the dyno and tuning tweaks.
Also just thought of something, were those runs you posted on the street or on the dyno? That could make a huge difference as well since there is no "real world" wind resistance and potentially not as much load on the car. Doing the tests on the street you are faced with accelerating on a slight downhill versus uphill and other factors that the simple weather compensation really doesn't allways account for.
374 whp @ 26 psi tapering to 25 psi @ 6750 and 24 psi @ 7400 (85 F temps, 4th gear pull, zero knock)
I'll post a full dyno plot of what it did at 27 psi on pump gas by tonight!
I'll post a full dyno plot of what it did at 27 psi on pump gas by tonight!
Last edited by Hiboost; Jul 28, 2009 at 09:41 AM.
Well it ended up being only 26.5 psi due to lower load on the dyno, still I had a run as high as 386 whp / 325 wtq on a hot & humid summer day. Full writeup in the Dyno forums:
https://www.evolutionm.net/forums/ev...ml#post7332563
https://www.evolutionm.net/forums/ev...ml#post7332563
Yeah but it's dry heat and the air isn't nearly as thick right? Temperature alone definitely has an impact on performance but when it comes to good turbo weather you also can't ignore barometric pressure and humidity either. I'll take a 50-60 F, low humidity, high barometric pressure day over any correction factor a dyno will throw at you because I know our cars tend to really fly in those conditions and still have enough traction to get the power to the ground.
We already know that barometric pressure can vary the car's base boost by 1 psi (29.8 in vs 30.3 in) and that was worth ~ 10 whp at the boost levels I'm running. 50 F in temp difference seems to be another ~10 whp based on playing with numbers in VDR. It's hard to say how much humidity plays in power but it can make humans very uncomfortable at higher levels and cause higher temps to feel even hotter where as cooler temps can have a chilling effect. I'm pretty sure the weather correction is hard to nail down perfectly but in terms of engine performance it can have a dramatic effect in HP and boost response if you start to push cooling systems (air to air intercooler, engine oil & water) temps beyond their optimal ranges.
We already know that barometric pressure can vary the car's base boost by 1 psi (29.8 in vs 30.3 in) and that was worth ~ 10 whp at the boost levels I'm running. 50 F in temp difference seems to be another ~10 whp based on playing with numbers in VDR. It's hard to say how much humidity plays in power but it can make humans very uncomfortable at higher levels and cause higher temps to feel even hotter where as cooler temps can have a chilling effect. I'm pretty sure the weather correction is hard to nail down perfectly but in terms of engine performance it can have a dramatic effect in HP and boost response if you start to push cooling systems (air to air intercooler, engine oil & water) temps beyond their optimal ranges.
I put the details in my dyno report at https://www.evolutionm.net/forums/ev...tang-dyno.html
Basically 20 psi by 3600 in 4th, 27 psi by 4000 in 4th.
If you look at the graphs where I compared back to back runs at 1 psi lower, the extra boost starts to increase torque starting at 3800 and torque peaks lands at about 4500. I'm going to test a few different things in the 3000-4500 RPM range to see if more torque is possible but it may be hard without increasing boost even higher or inducing a 1-2 psi boost spike with less signal reaching the WGA.
Since I'm getting comressor surge hitting 20 psi by 3400 in 5th I'm somewhat reluctant to make that any worse. Likely cams are the answer as then the engine will be able to flow more down low per rev which should reduce low RPM WOT compressor surge and kick in 40-50 ft lbs more torque.
Basically 20 psi by 3600 in 4th, 27 psi by 4000 in 4th.
If you look at the graphs where I compared back to back runs at 1 psi lower, the extra boost starts to increase torque starting at 3800 and torque peaks lands at about 4500. I'm going to test a few different things in the 3000-4500 RPM range to see if more torque is possible but it may be hard without increasing boost even higher or inducing a 1-2 psi boost spike with less signal reaching the WGA.
Since I'm getting comressor surge hitting 20 psi by 3400 in 5th I'm somewhat reluctant to make that any worse. Likely cams are the answer as then the engine will be able to flow more down low per rev which should reduce low RPM WOT compressor surge and kick in 40-50 ft lbs more torque.
Since I'm getting comressor surge hitting 20 psi by 3400 in 5th I'm somewhat reluctant to make that any worse. Likely cams are the answer as then the engine will be able to flow more down low per rev which should reduce low RPM WOT compressor surge and kick in 40-50 ft lbs more torque.
3400rpm in 5th is roughly 70mph? Not much need to downshift eh?
I think cams will help out with the surge issue due to the higher lift allowing the engine to breath better. Also, have you tried advancing the intake and exhaust cam timing? On old school single cam V8s, advancing the cam timing generally improved bottom end.
I saw that you had retarded the exhaust cam timing (to a point) in the upper rpm range and that made more power. Maybe a combination of more overlap, and also the cam timing shifting back.
Wow... even with the ported shroud, but I guess 20psi at that low of an rpm in 5th is a pretty high load. I'd hate to see what would happen without the ported shroud. Are you seeing the surge in datalogs of the boost pressure? It should show up there.
3400rpm in 5th is roughly 70mph? Not much need to downshift eh?
I think cams will help out with the surge issue due to the higher lift allowing the engine to breath better. Also, have you tried advancing the intake and exhaust cam timing? On old school single cam V8s, advancing the cam timing generally improved bottom end.
I saw that you had retarded the exhaust cam timing (to a point) in the upper rpm range and that made more power. Maybe a combination of more overlap, and also the cam timing shifting back.
3400rpm in 5th is roughly 70mph? Not much need to downshift eh?
I think cams will help out with the surge issue due to the higher lift allowing the engine to breath better. Also, have you tried advancing the intake and exhaust cam timing? On old school single cam V8s, advancing the cam timing generally improved bottom end.
I saw that you had retarded the exhaust cam timing (to a point) in the upper rpm range and that made more power. Maybe a combination of more overlap, and also the cam timing shifting back.
In it's defense I have several things in place to increase spoolup with header/turbo/downpipe wrap, somewhat aggressive Mivec settings (retard exhaust/advance intake during spool) and somewhat leaner AFR's until 20 psi is reached. Likely reducing any one of these in measured amounts will reduce the 5th gear WOT surge at the cost of slightly less spool and response in all gears at those lower RPM levels.
Getting cams should indeed allow the engine to consume more air even down low and I'm hoping it gets reduced or eliminated when I upgrade. When at 5th gear at 3400 going WOT is almost as fast as downshifting to 4th, the car just flys on the highway now. As you suggested I may try reducing the exhaust retard (advancing it from where it is) leading up to that 180-200% load area at 3400 RPM's to reduce the 5th gear surge.
