Crispeed Powered - 685 RWHP FD!! - Dyno Inside. The return of "V8 Killer"
06-02-06, 09:16 AM
#51
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Originally Posted by andrewb70
My only point is that dyno numbers by themselves are useless without track times. I also never doubted your ability to get a car down the track. I just want to see it DONE. All too often people have great cars that are dyno just queens. That is a waste. So go to the track, and impress everyone with a great pass!
So basically what I'm saying is, yeah, I wanna see what it'll do with a good driver behind the wheel! But even as it is, this car is awesome.
06-02-06, 10:54 AM
#52
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Originally Posted by crispeed
First off thanks everyone for the positive comments.
The two above dyno sheets are not actually the best or smothest ones but only represent the highest peak #'s for bragging rights
Actually the car made 654 rwhp at 30 psi and 589 at 27 psi. The two dyno graphs above were at 32 and 34psi but it took some rigging of the boost controller and wastegate to get the boost up at that level. The boost was never steady above 30 psi and on the 34 psi run the boost dropped back to 32 psi as can be seen on the dyno graph.
From the looks of it, if it did hold the boost to redline it should have been around 700rwhp or better but that's just guessing.
The only major difference from the older setup that would have a major effect on the power would be the intake manifold.
At the same boost level as before power increased by 54rwhp.
I'm going to elaborate further with pics on the intake. The intake is comprised of an Excessive Motorsports lower and custom upper.
The motor is also running on NRS ceramic seals now and it's still getting stronger day by day as with ceramic seals they take some time to fully break in.
More dyno sheets, pics and a video comming soon.
The two above dyno sheets are not actually the best or smothest ones but only represent the highest peak #'s for bragging rights
Actually the car made 654 rwhp at 30 psi and 589 at 27 psi. The two dyno graphs above were at 32 and 34psi but it took some rigging of the boost controller and wastegate to get the boost up at that level. The boost was never steady above 30 psi and on the 34 psi run the boost dropped back to 32 psi as can be seen on the dyno graph.
From the looks of it, if it did hold the boost to redline it should have been around 700rwhp or better but that's just guessing.
The only major difference from the older setup that would have a major effect on the power would be the intake manifold.
At the same boost level as before power increased by 54rwhp.
I'm going to elaborate further with pics on the intake. The intake is comprised of an Excessive Motorsports lower and custom upper.
The motor is also running on NRS ceramic seals now and it's still getting stronger day by day as with ceramic seals they take some time to fully break in.
More dyno sheets, pics and a video comming soon.
bring that beast to the supra meet on july ...
Congrats to the owner also ...
Last edited by ryant; 06-02-06 at 10:58 AM.
06-02-06, 10:56 AM
#53
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Originally Posted by crispeed
That's exactly what I did to friend who also have a 615 rwhp FC and a 850 rwhp Supra. I'm going to quote his words. 'When you feel enough G's in 3rd and 4th gear too pin you to the seat then you know you're moving'.
heheheh shhhhh i know about those gsss
06-02-06, 11:27 AM
#55
NorCal 7's Co-founder
I wouldn't say that the statement about the PT turbo's is drag only. Carl Byck made incredible numbers with his PT. And the FC running that turbo is road race only. I would say that for the cost, the PT's are some of the better units on the market right now.
Zach
Zach
06-02-06, 12:02 PM
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Originally Posted by GoodfellaFD3S
My apologies, I feel silly for name calling. When i said 'probably' I was being sarcastic. I just don't see how you can look at that dyno chart with that power band and call it a dyno queen 
I am going to word this as precisely as possible so there are no misunderstandings. I am really approaching this from a purely scientific and practical standpoint. I do not hate rotaries, I do not hate imports and I certainly do not hate high HP.
I've had many discussions with all kinds of people as to what they feel ultimately get a car down the track the quickest and fastest. Many variables come into play here and I am not sure that the answer will ever be clear. As the car becomes more and more geared towards being strictly a "race" car, the distinction becomes even less obvious.
My contention (I am not the only one in the world that thinks this) is that what ultimately makes a car go down the track the quickest and fastest is not the peak HP number, but the area under the curve.
There are other schools of thought ( many people think this way) that will argue that the area under the curve makes little difference and that ultimately the peak HP is what determines the best ET and MPH.
The ultimate test of this would be to take a single car and outfit it with two difference engines. One would have the power curve of this particular car. The other engine might have a curve similar to this one:
Very similar peak HP numbers and very different areas under the curve. I wish there was a way to plot those two curves on the same scale. Maybe I will replot them in Excel and see how they look one on top of the other. I don’t have an answer to that question but its sure fun to ponder the answers…
Andrew
Last edited by andrewb70; 06-02-06 at 12:07 PM.
06-02-06, 12:49 PM
#58
Not every car is built for the 1/4 . Most people prefer to enjoy their car for longer periods. A dyno sheet showing a certain pull in a certain gear cannot give the entire story of how a car is going to perform in the 1/4 anyway. It's a combination of driver, gearing and traction etc.
As for the area under the curve it depends on use of the said vechicle. What exactly is the area under the curve? Everyone opinion of that may differ.
To me what's most important is the power and torque in each gear. I believe full throttle acceleration is based on redline/shiftpoints and rpm drop between shiftpoints. With that said you try to make the most useable power/torque available in that area. You don't want a car that's very peeky and once you shift falls on it's face and then you're waiting for a couple of seconds for the power to come back on or another scenario where once you shift there is too much torque or power that will just end up smoking the tires and hence the same results. You got to strike a balance and that's what make a quick/fast car.
Instead of looking at the dyno plot of power vs rpm you should look at how long a car is at a certain power vs mph because that is what the true indication of speed vs power will be. Also how long it takes to accelerate from a low to high speeds.
As for the area under the curve it depends on use of the said vechicle. What exactly is the area under the curve? Everyone opinion of that may differ.
To me what's most important is the power and torque in each gear. I believe full throttle acceleration is based on redline/shiftpoints and rpm drop between shiftpoints. With that said you try to make the most useable power/torque available in that area. You don't want a car that's very peeky and once you shift falls on it's face and then you're waiting for a couple of seconds for the power to come back on or another scenario where once you shift there is too much torque or power that will just end up smoking the tires and hence the same results. You got to strike a balance and that's what make a quick/fast car.
Instead of looking at the dyno plot of power vs rpm you should look at how long a car is at a certain power vs mph because that is what the true indication of speed vs power will be. Also how long it takes to accelerate from a low to high speeds.
Last edited by crispeed; 06-02-06 at 12:56 PM.
06-02-06, 12:51 PM
#59
Originally Posted by BoostedRex
I wouldn't say that the statement about the PT turbo's is drag only. Carl Byck made incredible numbers with his PT. And the FC running that turbo is road race only. I would say that for the cost, the PT's are some of the better units on the market right now.
Zach
Zach
I will agree with this statement 100%
It seems lately that people hitting these larger than "normal" numbers have done it with a PT.
Oh yeah and don't forget the 1 year no questions asked warrantee. (best in the buisness hands down)
06-02-06, 01:22 PM
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Originally Posted by crispeed
Instead of looking at the dyno plot of power vs rpm you should look at how long a car is at a certain power vs mph because that is what the true indication of speed vs power will be. Also how long it takes to accelerate from a low to high speeds.
BTW...if you care to share any FC drag suspension setup advice, I am ALL ears....LOL
Andrew
06-02-06, 03:08 PM
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Originally Posted by Mr rx-7 tt
Yes, unlike that 1970 GTO of yours with the...
"502 inches of Fast Times Motorworks-built GMPP fat-block Chevy. A Lunati cam and rockers work with a Holley intake and cylinder heads to make a broad, fat torque curve. Holley's Commander 950 injection system"
and the amazing richmond 6 speed...
That clicks off those blistering 13 second quarters.
http://www.popularhotrodding.com/fea...04PHR_Gshaker/
"502 inches of Fast Times Motorworks-built GMPP fat-block Chevy. A Lunati cam and rockers work with a Holley intake and cylinder heads to make a broad, fat torque curve. Holley's Commander 950 injection system"
and the amazing richmond 6 speed...
That clicks off those blistering 13 second quarters.
http://www.popularhotrodding.com/fea...04PHR_Gshaker/
http://www.lateral-g.org/movies/roadamerica01.wmv
Andrew
Last edited by andrewb70; 06-02-06 at 03:11 PM.
06-02-06, 06:07 PM
#67
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Originally Posted by andrewb70
If you had half a brain and actually would take the time to READ ALL the posts you will see that my GTO has run a best of 12.15 @ 117 MPH.
Let me tell you what that 685 rwhp "dyno queen" would do to that overweight, archaic two ton sled you have.
Originally Posted by andrewb70
Can you please show me when was YOUR RX7 in several magazines and on a drag strip or a road course? At least I race my cars unlike the majority of the posers here.
Andrew
Andrew
Contacting a magazine and getting them to do an article doesn't make your car any better than the next guys.
Lastly, I prefer NOT to run my RX-7 on road courses and rag it out. I hold an FIA competition race license and was road racing when you were in elementary school.
Last edited by Mr rx-7 tt; 06-02-06 at 06:10 PM.
06-02-06, 06:30 PM
#69
Rotary Enthusiast
WHAT the heck is going on here!!!! I thought I was on RX-7club.com, I got both a CAMARO big block and an FC with FD power, and for street racing all you guys in the club know whats faster, I drive anyone of them when I want to. MAZDA is right weight is the enemy, hey1 mr. GTO whats your physical weight .. RON
06-02-06, 06:54 PM
#70
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Originally Posted by GoodfellaFD3S
^^And he builds a mean half bridgeport too 
Now back on topic. Just because the car hasn't been to the track doesn't make it a "dyno queen". I have seen cars with plenty of potential at the track with lack luster results as well. What does that say?
Anyone can look at the dyno and see the car is no dyno queen. It makes a prodigious amount of power under the curve and that's a healthy extended curve.
I bet the hp numbers will just go as the seals seat better.
BTW: Building two NRS engines as we speak.
Last edited by Mr rx-7 tt; 06-02-06 at 06:56 PM.
