528 rwhp 428 ft/lbs, 24 psi, pump gas and WI
10-13-11, 11:58 PM
#1
528 rwhp 428 ft/lbs, 24 psi, pump gas and WI
Today I made 528 rwhp 428 ft/lbs torque (SAE 5), 24 psi boost, T04r single turbo, .96 A/R. 850s and 1680s, Aero 340lph pump. Mild streetport engine built by djseven, my tuning, Power FC. 93 pump gas and a AEM WI kit with one coolingmist CM7 super atomizing injector (500cc/min at 150psi) spraying water only, with a 200/250psi new AEM recirculating pump, nozzle near the exit of my greddy 3 row fmic.
At 528 HP my Torque was 403, 6878 rpm, AFR was 11.8 (11.2-11.8 afr across the powerband), leading timing logged at 9 (7 in the map) split 12, knock 4, PIM 26231, 1.59 bar on pfc, inj. duty 80.4 , AirT 23C.
http://farm7.static.flickr.com/6096/...45ba1827_b.jpg
200 hp at 4300 rpm. 300 hp at 4700 rpm. 400 hp at 5200 rpm. 500 hp at 6300 rpm.
457 hp at 8000 rpm.
My Greddy 3 row fmic worked better this time on the dyno compared to the 2 row fmic when I made 463hp at 21psi. This time my air intake temps went up 13C during the dyno pull, before they would go up 21C degrees, which is a difference of 23 degrees F, nice! At the start they were at 18C (ambient, fraits at the fmic outlet) and went up to 31C, which is 88F. And this time I was running 24 psi boost, last time was 21 psi boost. Ambient air temps basically the same. So more boost and lower AIT = lots more power haha. And my AFR was a little leaner, which makes a significant increase in HP, knock stayed low.
Dyno file attached.
At 528 HP my Torque was 403, 6878 rpm, AFR was 11.8 (11.2-11.8 afr across the powerband), leading timing logged at 9 (7 in the map) split 12, knock 4, PIM 26231, 1.59 bar on pfc, inj. duty 80.4 , AirT 23C.
http://farm7.static.flickr.com/6096/...45ba1827_b.jpg
200 hp at 4300 rpm. 300 hp at 4700 rpm. 400 hp at 5200 rpm. 500 hp at 6300 rpm.
457 hp at 8000 rpm.
My Greddy 3 row fmic worked better this time on the dyno compared to the 2 row fmic when I made 463hp at 21psi. This time my air intake temps went up 13C during the dyno pull, before they would go up 21C degrees, which is a difference of 23 degrees F, nice! At the start they were at 18C (ambient, fraits at the fmic outlet) and went up to 31C, which is 88F. And this time I was running 24 psi boost, last time was 21 psi boost. Ambient air temps basically the same. So more boost and lower AIT = lots more power haha. And my AFR was a little leaner, which makes a significant increase in HP, knock stayed low.
Dyno file attached.
10-14-11, 01:32 PM
#3
Today I made 528 rwhp 428 ft/lbs torque (SAE 5), 24 psi boost, T04r single turbo, .96 A/R. 850s and 1680s, Aero 340lph pump. Mild streetport engine built by djseven, my tuning, Power FC. 93 pump gas and a AEM WI kit with one coolingmist CM7 super atomizing injector (500cc/min at 150psi) spraying water only, with a 200/250psi new AEM recirculating pump, nozzle near the exit of my greddy 3 row fmic.
At 528 HP my Torque was 403, 6878 rpm, AFR was 11.8 (11.2-11.8 afr across the powerband), leading timing logged at 9 (7 in the map) split 12, knock 4, PIM 26231, 1.59 bar on pfc, inj. duty 80.4 , AirT 23C.
http://farm7.static.flickr.com/6096/...45ba1827_b.jpg
200 hp at 4300 rpm. 300 hp at 4700 rpm. 400 hp at 5200 rpm. 500 hp at 6300 rpm.
457 hp at 8000 rpm.
My Greddy 3 row fmic worked better this time on the dyno compared to the 2 row fmic when I made 463hp at 21psi. This time my air intake temps went up 13C during the dyno pull, before they would go up 21C degrees, which is a difference of 23 degrees F, nice! At the start they were at 18C (ambient, fraits at the fmic outlet) and went up to 31C, which is 88F. And this time I was running 24 psi boost, last time was 21 psi boost. Ambient air temps basically the same. So more boost and lower AIT = lots more power haha. And my AFR was a little leaner, which makes a significant increase in HP, knock stayed low.
Dyno file attached.
At 528 HP my Torque was 403, 6878 rpm, AFR was 11.8 (11.2-11.8 afr across the powerband), leading timing logged at 9 (7 in the map) split 12, knock 4, PIM 26231, 1.59 bar on pfc, inj. duty 80.4 , AirT 23C.
http://farm7.static.flickr.com/6096/...45ba1827_b.jpg
200 hp at 4300 rpm. 300 hp at 4700 rpm. 400 hp at 5200 rpm. 500 hp at 6300 rpm.
457 hp at 8000 rpm.
My Greddy 3 row fmic worked better this time on the dyno compared to the 2 row fmic when I made 463hp at 21psi. This time my air intake temps went up 13C during the dyno pull, before they would go up 21C degrees, which is a difference of 23 degrees F, nice! At the start they were at 18C (ambient, fraits at the fmic outlet) and went up to 31C, which is 88F. And this time I was running 24 psi boost, last time was 21 psi boost. Ambient air temps basically the same. So more boost and lower AIT = lots more power haha. And my AFR was a little leaner, which makes a significant increase in HP, knock stayed low.
Dyno file attached.
10-14-11, 02:15 PM
#5
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How you like post IC water injection? It seems you are making more power per absolute pressure, but you also leaned the mixture. Could you say that in regards to charge temps its superior to pre turbo?
Also your split is very conservative given that advance itself is modest. Did you play with it? Just from curiosity
Nice job, as always
Also your split is very conservative given that advance itself is modest. Did you play with it? Just from curiosity
Nice job, as always
10-14-11, 03:18 PM
#6
I like it, it's good, I didn't really notice or feel a difference between the pre turbo and post fmic water injection. A couple weeks ago I found a little boost leak from my bov so that must explain the consistent power difference between the two run files shown on the dyno sheet up until high boost. I'm pretty sure the uim feels colder after pulls with the post wi compared to pre turbo wi. My fraits is right after the fmic outlet and then the wi is right after the fraits, so the ait is all from the fmic and not affected from wi.
I chose to keep the timing conservative at that boost level and didn't play with it. My first pull was 502 hp, made some changes to my fuel map then made 522 with a leaner mix, then a couple small changes and got 528. It was a little leaner than I wanted it but it sure makes a nice increase in power. My idc curve wasn't very smooth on the dyno on this day, maybe its time to get rid of the fpd, it was replaced by a new one a few years ago, but maybe it doesn't like the extra fuel pressure? I have a aeromotive fpr and aero 340 fuel pump.
I chose to keep the timing conservative at that boost level and didn't play with it. My first pull was 502 hp, made some changes to my fuel map then made 522 with a leaner mix, then a couple small changes and got 528. It was a little leaner than I wanted it but it sure makes a nice increase in power. My idc curve wasn't very smooth on the dyno on this day, maybe its time to get rid of the fpd, it was replaced by a new one a few years ago, but maybe it doesn't like the extra fuel pressure? I have a aeromotive fpr and aero 340 fuel pump.
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10-17-11, 10:36 AM
#12
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Congrats on the numbers! It seems like you're doing something new every other week. Hope to see some good numbers when you go to the strip!
What's the next mod you're gonna do? More boost?
What's the next mod you're gonna do? More boost?
10-17-11, 11:14 AM
#14
Thanks. Ya I work on it a lot. I need to do some tuning to smooth out my idc and afr, and start datalogging fuel pressure, then eliminate my fpd and see how that affects fuel pressure. I'm going to the drag strip Saturday, can't wait, haven't been able to go lately. I'd have to get some new bigger injectors for more boost and then that will also increase chances of breaking the Tranny again and other drivetrain parts so I don't plan to increase boost anytime soon.
10-19-11, 12:55 AM
#22
To try something different, I read on here someone had better results when they placed it towards the front of the elbow compared to closer to the tb, and I've read other sites who recommend further away from the tb for possibly more time for atomization like here, so I figured I'd try it there. I also tried it at the greddy elbow a few years ago, and just recently was running pre turbo until I found the outside edges of my impeller blades were damaged, I have a couple of reasons why i think that happened.
10-19-11, 12:09 PM
#23
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To try something different, I read on here someone had better results when they placed it towards the front of the elbow compared to closer to the tb, and I've read other sites who recommend further away from the tb for possibly more time for atomization like here, so I figured I'd try it there. I also tried it at the greddy elbow a few years ago, and just recently was running pre turbo until I found the outside edges of my impeller blades were damaged, I have a couple of reasons why i think that happened.
" Most computer controlled engines have an intake air temperature (IAT) sensor. This sensor monitors the temperature of the air going into the motor. The reason for putting it before the IAT sensor is because it will see the cooler temps and the engine will advance timing, allowing for more power.
10-19-11, 02:51 PM
#24
I don't think it matters much, I had my ait sensor in the greddy elbow recently with pre turbo injection and then with wi post ic, I don't think its bad. Biggest difference in aits I have seen is after getting the 3 row fmic. And I like having the fraits near the fmic outlet because it doesn't heat soak like it does some even at the greddy elbow. I just put the wi nozzle after the fraits so that it doesn't spray the fraits since it would be so close, same general location.
