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05-10-2019, 08:46 AM | #43 | |
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Got a dyno sheet? |
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05-10-2019, 12:40 PM | #44 |
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Max psi was 17. Max hp 398 crank, 307 whp on a Maha dyno. Max Crank TQ was about 314 pdft, about 258wtq. It was tuned for overall daily drivability/reliability and overall performance across the entire rpm range (not just top end or numbers bragging purposes) Chart is on 94 octane on high boost. With stock engine (9psi) chart shape Looked similar except tq curve was about 400rpm later in the low end and plateaued at 260/340 crank tq/hp vice 314/398.
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05-10-2019, 02:57 PM | #45 | |
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I guess the question is which one is running “safer” or has a higher probability of lasting longer before blowing up? I’m sure your making a bit less whp under 3500rpm compared to stock compression so maybe your stressing it less daily driving and thus would last longer. But would it be more or less or equally stressed when both are max boost at those PSI? |
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05-10-2019, 05:22 PM | #46 | |
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The Following User Says Thank You to falcon_wizard For This Useful Post: | Irace86.2.0 (05-11-2019) |
05-10-2019, 09:31 PM | #47 |
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The closest dyno on a stock motor to mine seems to be the one from R/T Tuning, running at 14psi on 93 octane. https://www.ft86club.com/forums/show...t=42290&page=3
The Dynojet was at 320whp, with a very similar torque curve to mine, where max TQ is reached around 4000rpm is roughly maintained to redline with a small downslope from 6000 onward. My understanding is that maha dynos read below many other ones, so that sounds about right. Pitman’s Dyno on a Maha dyno at max 10.5 psi reaches about 240whp 340 crank. My initial calculations and models seemed to require at least 13psi. So could it be that the conventional effective compression calculations do not paint the whole picture ? 14psi on a stock motor seems to be by most account I’ve seen pushing the boundaries of reliability. Last edited by falcon_wizard; 05-10-2019 at 10:00 PM. |
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05-10-2019, 10:26 PM | #48 | |
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Idk about “exact” same torque curve as yours. You are on different compression and boost so different driving characteristics, but most are hitting hard at about 4500rpm at which point both setups have the same effective compression ratio. Also a lot of dynos “read low” So it is what it is. Still cool to have something different, I bet when that 17lbs kicks in it puts you into the back of the seat pretty hard with such a drastic fast torque ramp up like that. |
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05-10-2019, 10:42 PM | #49 | |
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Cheers |
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05-11-2019, 01:11 AM | #50 |
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Lower compression will be safer than higher compression at the same effective ratio. E85 is the great equalizer, but this isn’t the case at the extreme’s.
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05-11-2019, 10:08 AM | #51 | |
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Cheers Last edited by falcon_wizard; 05-12-2019 at 12:35 PM. |
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10-26-2019, 01:21 PM | #52 | |
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That’s because with lower CR you can set ignition and variable cam timing much more aggressively. That helps a lot with throttle response and low-mid torque gain. In case of running pump 91 the CR 10:1 is perfect in my opinion. Just look at factory boosted subarus/hondas. Their engineers aren’t stupid. They know that running boosted with CR 12.5:1 you can forget about propper ignition timings that causes a lot of problems such as: - lack of boost in low rpm range - poor throttle response - retarded ignition timings causes exhaust valves to overheat and overall higher EGTs |
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