That was the purpose on looks, to appear as stockish like as possible. Looks do not make power, hard/proper work does.

- Jun 272 is not a mild cam set, hks 272 is a mild cam. It is the perfect all around cam.

- COP is indeed home made, but it is fine for even more power than what I run.

- HKS does not make low quality items, blow off valve does the job just fine.

- So because it is a home made log manifold, you think it is inferior to the ones shops sell? ,
-The ported stock intake manifold can go along way, a lot more than you think.


-1350 injectors will and have made the power I have presented here, on the specific fuel.

-Heat /cryo treating works well enough, and it does not take a miracle.


On c16 I would have made in excess of 1100whp Dynojet.







Watch the video I posted on 93ron regular, he is running 1200cc injectors.

964whp on dynojet, is 840whp on a Mustang. So 1350+ cc injectors cannot sustain 840 mustang whp on a 102 race gasoline blend?
The 1350cc figure I quoted is for any given 1260cc injector and it is a very strict and generic value based on standard calculations. The FIC injectors I am running could quite as easily spray more than that on 55psi base fuel pressure.


Marios

Joe cheers for cleaning up the thread.
I will try to have more patience with stupidity and handle it with more elegance.





Marios

They consistently fall in line with dynojet numbers. No need to get your panties in a bunch, I asked a question.

Dynojet numbers are not Mustang numbers, they are two different types of dynos, inertia vs load bearing dyno, and they have differences in software and in calculation of power as well, although they both use the updated SAE formula.

Many well known american evo tuners and specialists accept a difference of 10-14% depending on the calibration of a dyno, between Dynojet and Mustang.


If we take D, Buschur for example, he runs a low reading Mustang dyno, which reads 13% lower than a Dynojet. If we take AMS as another example, they use both type of dynos, and their Dynojet according to them reads 9% higher than their Mustang one.

Even on VD, Brad, knowing the difference, has installed and embeded it on his software.


The only one who actually gets his panties in a bunch is you my friend. Do not assume something which is not the case. I merely answered the question you asked, nothing beyond that.



Any dyno can be manipulated to read as a high reader or a properly accurate reader, one type more than the other. Personally I would invest in a load bearing dyno.



Other than the above, I am not here to win a prize, brag, or compete with anyone or any shop with the setups they are building. I simply present my results nothing more. I always like and I am happy to see people making progress and pushing things further on, and enjoy what they do and what they have accomplished. I have seen results from all the known shops, and even more, and I've always considered these results excellent, along with the E.Ts they achieve.








Marios

I'm more curious as to how your car weighs 1480. That has to be a record of some kind.

No mate, that is certainly no record, the weight is with me in the car, full tank of gas, gear. The weight is in kg.



Completely dry, it used to be around the 2890 pounds mark. I am actually in the process of removing even further unecessary weight from it.







Marios

I didn't even make the connection, thought you cut the top off.

This is impressive power for 40psi boost. People in my area are pushing 50-55 psi to get to 1000whp. Everything is working efficiently together.:headbang:

Well its VD whp mate, and the Dynojet mode on the software is on the high side of things. If I change to the Mustang mode, it reads 840whp. I do not know how much power my setup would put down on an actual Dynojet Dyno, but I reckon between,
900-950 whp, and between 800-850 on a Mustang.


People might be surprised by the result, because I am not on e-85, but on race gas. I do not expect people to believe everything they read on an internet forum, all I can say about my result here is that VD needs an ecu log to present results, and an ecu log is hard evidence, 3 sequential runs, 2 on the same road, one on an alternative but equally good surface road.


My setup is indeed very efficient, it has been put together very meticulously.



Thanks for the positive comments.






Marios

Something else about the injectors matter. To those not in the know, ethanol needs around 40-45% more fuel mass than race gas to reach the same calorific value.
If I was running pump e-85, I would need 1800cc injectors to make the same power.

I also suspect, that the pump race gas blend they offer over here has a high toluene percentage.






Marios

Just realized this is on a stock intake manifold also. The numbers presented by VD don't add up for 1260cc injectors, a stock intake mani (I don't care if Jesus himself ported it and bled on it and Moses split the red sea with it) and 39-40psi of boost.

I'm not saying you're intentionally lying, or your car sucks, but I want people to know what is actually plausible here.

Source-

Full bling English Racing 2.2SLR build with a precision gen2 6870 on an ETS twinscroll FF turbo kit, and a Magnus V5 IM- 914whp at 44psi of boost.
https://www.evolutionm.net/forums/ev...plenty-go.html

Post 73 with final numbers-
https://www.evolutionm.net/forums/ev...l#post11392397


-In before marios says his log manifold and ported stock IM are somehow better, and the un-named 68mm turbo outflows the precision 6870.

Holy crap! You know Jesus?! Can you ask him to port my intake too? (Yes, I had to use Holy:lol:)

WIN. :lol: :lol:

As I said on a previous post, I do not expect people to accept what VD has shown here, but this is what it is.


And I also do not care what you or any shop is saying about the ported intake manifold, or my setup. This is what VD has shown. .



Never call me a liar, or I will call you a little morronic **** who can't accept what is, VD only gave out what the log gave it.
Personally I consider the most accurate power levels of the setup, the numbers the Mustang dyno mode of VD gave.


The numbers and injectors on the specific base pressure add up to the specific fuel I am using.





* To anyone who does not have anything positive to say on this thread of mine, do not post on it at all, keep what you think about it to yourselves as I am not interested in it, and do not use lame excuses of the type you want to inform others and crap, as anyone can believe whatever they want and no one is forcing them to accept my result. I do not live in the States, I am not a shop owner, I do not sell anything, nor am I in the effort of gaining a profit out of the post.



I would also like to ask MODS to keep the thread clean, before it gets out of hand.



Here is an example of someone making 640whp on a Mustang Dyno, on your crap 93oct fuel on a 6466 turbo, stock inlet mani. If he was running that turbo on my setup and on 102oct race fuel, he would have made at least 100whp more. I guess he is lying too.





Marios

I'm not sure how a completely different turbo at a completely different power level is relavent to your thread. I just had a 6466 only make ~750whp at 43psi, on E85 no less, because ported stock intake manifold. It just can't flow the air.

It's not that I'm not being positive. I'm simply saying VD is not presenting you/us with accurate numbers.