Originally Posted by Menendez
(Post 7437379)
yea i just ordered UR intake as well
gonna go get a retune this time with a boost pill also hoping to run low 13's in mid September. After this retune no more mods untill late spring because i have to pay for my books and classes man were are gunna have the same exact mods lol. cept for the intake. |
i dont think the tranny is limited by hp, just by tq
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Well unless you plan on restricting low-end power in the name of the almighty HP figure, you're going to be limited. You could turn your powerband into that of a Honda (high HP up top) but it probably wouldn't be a whole lot of fun.
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when i got 274 hp and 330 tq it showed tranny slipping, i got the dyno sheet also.
Also secondchance your just starting to do things to your RA and lots of us have been messing with our RA for a while, with trial and error. If you search the thread you can find graphs of the dyno by TTP AND AMS showing the tranny slipping under TQ. Thats why i stated that our cars are limited by tq. So far the ony way around it is to stick a bigger turbo to get the HP up and try to keep the TQ down. And before you talk nonsense about TTP and the dynos go do some research, they are a proven company with lots of evo satisfied customers getting get HP and great times on the 1/4 mile. Think before you type because you are just making yourself sound stupid. |
you're not going to see much a change in the hp/tq curve unless you swap to both a bigger turbo and different cams.
yes, please, keep the dyno/hp war out of all new threads |
Originally Posted by JCGator42
(Post 7438684)
you're not going to see much a change in the hp/tq curve unless you swap to both a bigger turbo and different cams.
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Originally Posted by Ladogaboy
(Post 7439964)
The RA shares the same cams as the EVO X, so you should be able to mimic whatever curve an X can get just by upgrading the turbo. Once you go to a twin-scroll exhaust manifold, the rest of your upgrade path would probably mirror the X's upgrade path (fuel pump, rail and injectors; cams; FP/Garrett turbo; etc.).
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Originally Posted by JCGator42
(Post 7440248)
even with the X turbo you are still making a ton of tq, diff cams will help dial down a bit. Do you know for a fact that the X and RA share the same cams? i swear I read in the brochure that all internals are the same except the cams.
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Originally Posted by JCGator42
(Post 7440248)
even with the X turbo you are still making a ton of tq, diff cams will help dial down a bit. Do you know for a fact that the X and RA share the same cams? i swear I read in the brochure that all internals are the same except the cams.
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^ yep
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Originally Posted by TheDriver11421
(Post 7440622)
cams are the same. Its been documented already. not even gonna look for it
................... I never heard of tuning to reduce tq, but maybe I need to be enlightened. |
Originally Posted by JCGator42
(Post 7440842)
don't worry, I was just confirming.
................... I never heard of tuning to reduce tq, but maybe I need to be enlightened. |
Originally Posted by JCGator42
(Post 7440842)
don't worry, I was just confirming.
................... I never heard of tuning to reduce tq, but maybe I need to be enlightened. If you're asking the why: The TC-SST on the Ralliart and MR only hold between 330-350 lb/ft of torque reliably. For anything more than that, you will need to upgrade the clutch plates. So, if you bolt on a large turbo capable of pushing 350+ lb/ft of torque, you'll want to tune it so that the torque values are lower. |
^ i know the why, but the how doesn't make a lot of sense to me. Optimizing the a/f fixture to be at an optimal point for driveability/useability thus increases power and tq at each point (given the same timing map).
Maybe reducing timing and tuning the A/Fs there will lower tq, but hp as well. As an engineer I would love to hear the explanation, that is all. |
Hey guys. Do any of you have photos of the engine bay after your conversion that you can post? Did you have to change your air intake setup?
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