FI Dyno thread

[IBill4You]

- Jonathan Bussard/ IBill4You
- Speed by Design (SBD) kit
- 93 octane
- 12 psi
- Prodrive EBC, 2.5" P&L overpipe, 2.5" catless Motive Front Pipe, 2.5" Nvidia N1 catback Ti, wastegate ported by Neal of The Racer's Line, cheap Spectre air filter, misc heat wrap and turbo blanket.
- started 104*F last run 90*F pouring rain, Visconti tuned at Pure Automotive Performance. Currently working on CAI, oil cooler, misc suspension, then clutch before going E85 with injectors.
-

[Darryljr11]

Originally Posted by AV_Tuning

Here is another BRZ build that we finished up a few weeks ago.

-Full Blown Stage 1 kit with Gt3076 upgrade
-FB Built bottom end (rods/pistons/stock sleeves/stock head/cams)
-Engine, turbo kit, etc assembled/installed by AV Tuning & Development
-Tuned via EcuTek by AV Tuning & Development
-1000cc injectors, 4 bar map, NCBC Boost control

We actually have 2 dyno's.... a Mainline AWD and DynoJet. The video below is from when it was on our Mainline. We threw it on our DynoJet afterwards so that we could compare the current power with the baselines.

425whp/330tq at 17psi on 93 octane. Our client will be coming back in to finalize the high boost portion of the tune which should easily hit over 500whp.

Is this with stock fuel pump?

[Fastbrew]

E85/Flex - Drift Office Tune - AVO Turbo
Map 1 is low boost @7psi - E73 and less
Map 2 is high boost @11 PSI - E74 and up

Both these pulls are on E85 (Map 1 and 2)

[scarfo]

Treadstone turbo kit
Borg Warner 6758
Flex fuel
14psi

Attachment 118394

[DustinS]

- Dustin / DustinS
- Speed By Design v1 Turbo Kit
- 93
- 7 psi
- Motiv Overpipe/Front Pipe w/ Cat, Nameless Muffled Track Pipe
- OFT Base Tune, 80F+, Superflow Dyno, First Run without fan - Second with fan
- 217whp 206wtq

[Cerevo]

Forgive me if this is off topic, but I notice most everyone isn't making more than 200wtq before 4k rpm. Is this a mechanical limitation of the fa20 or tuned purposefully to save the stock block?

Just curious as I'm coming from the Evo world where were looking for 300awtq by then..

[sweetfrs]

Originally Posted by DustinS

- Dustin / DustinS
- Speed By Design v1 Turbo Kit
- 93
- 7 psi
- Motiv Overpipe/Front Pipe w/ Cat, Nameless Muffled Track Pipe
- OFT Base Tune, 80F+, Superflow Dyno, First Run without fan - Second with fan
- 217whp 206wtq

I think he tuned it without a turbo lol

[DustinS]

Originally Posted by sweetfrs

I think he tuned it without a turbo lol

Car Makes 150whp stock on these dynos. From what I see, on a dynojet they make about 175, So on a Dynojet the car would make around 250whp. Sound like a better number for you?

[nelsmar]

Originally Posted by Cerevo

Forgive me if this is off topic, but I notice most everyone isn't making more than 200wtq before 4k rpm. Is this a mechanical limitation of the fa20 or tuned purposefully to save the stock block?

Just curious as I'm coming from the Evo world where were looking for 300awtq by then..

Most people are using long tube manifolds. These long tube manifolds reduce the thermal & cylinder pressure properties of a short runner manifold that spool a turbo quickly. A large volume manifold gives you a slower spool typically but gives you a better top due to many reasons one which is less contaminated air being in the cylinder (exhaust gasses not leaving he cylinder) which is important on a high compression engine. Also many people are running fairly large turbos and some people run the dyno's with very low load. Also a large number of people are using a large turbo than they need as it allows less cylinder back pressure due to large exhaust housing, this helps just as the above details with running a high compression motor with lower octane fuel (pump gas). Very few people need more than 2863 with a small housing... But many, many, many people are running massive turbos. And those running small turbos are running "cheap" turbos with old technology, heavy compressor wheels, poor quality bearings, etc.

You are used to a platform that uses a very small volume manifold from the factory. PTuning is a perfect exmaple they make wonderful top end but they take a very long time to spool due to the fact they use the OEM exhaust manifold and then install the turbo next to the transmission. This excessive length slows spool time dramatically and as most people run a set load on the dyno by the time the turbo catches up you are half way through the RPM band. If you were to add extra load to the dyno or "pre load" it it would spool it earlier.

I typically load it to simulate ~3rd gear pulls on the freeway when I plot.

An example of a fast spooling turbo would be Crawfords personal car running a fairly small twin scroll turbo. It makes full boost at something like 2,800RPM. The runners are still fairly long but not excessively long and the turbo is properly sized and maxes out early and the torque falls off up top. This gives more of an "oem like" power band. AVO also uses shorter runners and a properly sized turbo (although it is not a ball bearing turbo so there is some lag) and it makes fair torque at lower RPM.

Here is bob's car making well over 200WTQ before 4,000RPM:
http://www.ft86club.com/forums/showthread.php?t=71551

I cant find the plot of me and crawfords cars overlayed... But our spool characteristics are substantially different. His car is an absolute fucking blast to drive with its quick response, mine however feels obviously substantially faster once the turbo decides its time to wake up and actually go...

Here is crawfords new budget kit... (test runs). I think with tuning it could do a lot better up top. mind you this is BHP but it makes over 200BHP from 3000+ RPM. This is still a long runner manifold but it is a small twin scroll turbo.



Bottom line? To fight compression we use tactics used for high RPM / high HP setups. And people are using larger turbos / intercoolers than needed to get the most pump gas power. And due to the engine design it is difficult to use a small runner manifold as you have two heads to pull from. Your turbo gets super close to the engine & radiator if you bottom mount it.

[Cerevo]

Ahh, thinking about it that makes a lot of sense.
His curve on that setup looks awesome, I bet that wouldnt make that power as early on 93 though. Even some of the supercharger guys aren't making the crazy down low torque I expected to see.
Either way, it looks like Id be happy with the power of a good turbo setup. Slidey when you want it to be.
Thanks for the awesome reply!

[nelsmar]

Originally Posted by Cerevo

Ahh, thinking about it that makes a lot of sense.
His curve on that setup looks awesome, I bet that wouldnt make that power as early on 93 though. Even some of the supercharger guys aren't making the crazy down low torque I expected to see.
Either way, it looks like Id be happy with the power of a good turbo setup. Slidey when you want it to be.
Thanks for the awesome reply!

Your comment isn't very logical and throws this thread off topic.

Increasing the fuel octane is not going to hurt the lower RPM power. And most of the supercharger guys are running centrifugal superchargers that don't make boost until high RPM.

first result on google: http://www.ft86club.com/forums/showthread.php?t=53359

If you want to discuss further create a new thread or toss it in PM's.

[mrk1]

Custom Kit,
GT2860RS .86 Tial housing
12psi, 93 octane
3" down pipe, 2.5" over and front pipe, stock midpipe, 2.5" axle back. stock fuel injectors.
Land and Sea Dyno

291hp 240tq, (peak torque at 4500 rpm)

(15% conversion to DynoJet numbers , 334hp 276tq)

[robr]

Started as a CX Racing kit, modified by ATS Racing with a billet ball bearing PTE 5558 (with ATS' 3" exhaust housing v-band mod), TiAL wastegate, Greddy BOV, ID1000s, drop-in DW pump, ATS Racing 3" turbo intake and straight pipe exhaust. E85 (310rwhp and 26Xrwtq on 93).

[GhostOp86]

13 psi E70
Works stage 2, openflash header, Invidia front pipe, Trd exhaust
Cam tuning