separating fiction from reality... a couple of days on the DYNO
07-22-10, 12:44 PM
#128
Racing Rotary Since 1983
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just returned (90 miles) from Beyond Redline. custom exhaust completed, primary downpipe w wastegate finished, one of the 4 modular upper downpipe sections finished (need them to adapt each turbo). plans change and we now clock the BW turbo low and will be changing the intake port on the BW intercooler so we have a straight shot. BOV is on IC and the first attempt was a mislocation so it will need to be changed and another fitting will be fabbed onto IC2. oil drains next week along w sandwich plates for the T56 rear crossmount. then we are almost ready to roll.
hc
hc
08-01-10, 07:26 AM
#132
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i plan to visit the car tuesday. i believe all the downpipes are now complete and the BOVs are properly fixtured to the IC endtanks. i seriously expect the car to be finished this upcoming week. of course that isn't a guarantee.
it then needs to be trailered home and needs a few days of finish work.
i still need to scare up a GT3582r T4 but it shouldn't be a problem.
hc
it then needs to be trailered home and needs a few days of finish work.
i still need to scare up a GT3582r T4 but it shouldn't be a problem.
hc
08-01-10, 08:37 AM
#133
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i plan to visit the car tuesday. i believe all the downpipes are now complete and the BOVs are properly fixtured to the IC endtanks. i seriously expect the car to be finished this upcoming week. of course that isn't a guarantee.
it then needs to be trailered home and needs a few days of finish work.
i still need to scare up a GT3582r T4 but it shouldn't be a problem.
hc
it then needs to be trailered home and needs a few days of finish work.
i still need to scare up a GT3582r T4 but it shouldn't be a problem.
hc
08-01-10, 08:50 AM
#134
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"Did you consider running your test with and without BOVs for each configuration?"
there's an endless amount of items to pursue and my primary interest is turbos. i realise some think BOVs are unnecessary but that will be explored by someone other than me.
the only other items i MAY pursue are using water instead of meth and an alt UIM. both will need to be at the tail end of the sessions as neither are the main event.
hc
there's an endless amount of items to pursue and my primary interest is turbos. i realise some think BOVs are unnecessary but that will be explored by someone other than me.
the only other items i MAY pursue are using water instead of meth and an alt UIM. both will need to be at the tail end of the sessions as neither are the main event.
hc
08-01-10, 02:07 PM
#135
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murphys law being what it is though, i'm impressed by how far you've gotten already
08-03-10, 11:16 AM
#138
Will you be recording compressor wheel speed? Or just monitor back pressure and boost vs. RPM?
http://www.turbobygarrett.com/turbob...ed_sensor.html
http://www.turbobygarrett.com/turbob...ed_sensor.html
08-03-10, 02:58 PM
#139
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"are you still running the ASP (Wyum) large SMIC (12"H x 17"L x 3.5"W)?
If yes what do you expect to force through there for RWHP?
I'm thinking of a GT80r or GT4202 and am wondering what I could get."
Hi Ken,
i see you are going BIG this year
... yes, if you look at ICs they all do present boost drag at various pressures and the bigger they are the less drag. i am a big fan, for my purposes, of the SMIC. i don't like all the radiator blockage, additional front weight, the road crap getting into a FMIC and the additional tube volume.... again that's for my purposes which revolve around road racing. drag racing probably the FMIC wins.
that said i am aware my ASP large/M2/Pettit... flows around 750 CFM at 1.5 psi loss. that doesn't mean they won't flow 1100 CFM, just that it will be at a higher boost drag. and sure boost drag costs hp. but there is a limit sizewise and good old Kevin stuffed as large an IC as he could get in the stock location. no matter how big you go you will have boost drag, just a bit less. i don't think there is any problem making 600 rwhp SAE w my IC. any more than that and you are out of my interest/knowledge zone.
my IC loses 130 degrees F out of the intake charge air. i think that's fantastic and i am happy w it. it is generally accepted that you get 1% increase in power for each 10 degrees.
combined w 2000 CC/Min of methanol which has huge cooling properties ( 3.29 times any gasoline including racegas and 31% more than ethanol) i am gaining a major cooling/density advantage. my upper intake manifold is cold to the touch after a 4th gear dyno run. and remember, 1% power for 10 degrees.
since you are running ethanol which has a 251% cooling over gasoline you, IMO, are fine w your IC. just my 2 cents...
"Will you be recording compressor wheel speed? Or just monitor back pressure and boost vs. RPM?"
no on compressor rpm... if i cared i could easily reverse calculate it from the dyno metrics and the compressor map. i don't "monitor" EMP. i log it. if you aren't logging on an X Y grid you really don't have data.
i like data, as it makes up for lack of genius
i just returned from a quick trip to Green Bay/Beyond Redline. i continue to be quite impressed w what Adam is doing. he is finishing the last of the intercooler mods and all 4 of the downpipes are complete. one more BOV on one of the ICs, a couple of interior/cabin sandwich plates for the rear trans mount and it is ready to come home. this week.
so we are getting closer to the rollers.
they always have interesting cars in the shop. one of which was Nick Barnett's 2011 bad to the bone black camaro. a 413 engine w some sort of supercharger making 12 psi. i just hope our best linebacker doesn't end up around a tree or in the pokey as we really need Nick, really need Nick, on the field.
hc
If yes what do you expect to force through there for RWHP?
I'm thinking of a GT80r or GT4202 and am wondering what I could get."
Hi Ken,
i see you are going BIG this year
... yes, if you look at ICs they all do present boost drag at various pressures and the bigger they are the less drag. i am a big fan, for my purposes, of the SMIC. i don't like all the radiator blockage, additional front weight, the road crap getting into a FMIC and the additional tube volume.... again that's for my purposes which revolve around road racing. drag racing probably the FMIC wins.that said i am aware my ASP large/M2/Pettit... flows around 750 CFM at 1.5 psi loss. that doesn't mean they won't flow 1100 CFM, just that it will be at a higher boost drag. and sure boost drag costs hp. but there is a limit sizewise and good old Kevin stuffed as large an IC as he could get in the stock location. no matter how big you go you will have boost drag, just a bit less. i don't think there is any problem making 600 rwhp SAE w my IC. any more than that and you are out of my interest/knowledge zone.
my IC loses 130 degrees F out of the intake charge air. i think that's fantastic and i am happy w it. it is generally accepted that you get 1% increase in power for each 10 degrees.
combined w 2000 CC/Min of methanol which has huge cooling properties ( 3.29 times any gasoline including racegas and 31% more than ethanol) i am gaining a major cooling/density advantage. my upper intake manifold is cold to the touch after a 4th gear dyno run. and remember, 1% power for 10 degrees.
since you are running ethanol which has a 251% cooling over gasoline you, IMO, are fine w your IC. just my 2 cents...
"Will you be recording compressor wheel speed? Or just monitor back pressure and boost vs. RPM?"
no on compressor rpm... if i cared i could easily reverse calculate it from the dyno metrics and the compressor map. i don't "monitor" EMP. i log it. if you aren't logging on an X Y grid you really don't have data.
i like data, as it makes up for lack of genius
i just returned from a quick trip to Green Bay/Beyond Redline. i continue to be quite impressed w what Adam is doing. he is finishing the last of the intercooler mods and all 4 of the downpipes are complete. one more BOV on one of the ICs, a couple of interior/cabin sandwich plates for the rear trans mount and it is ready to come home. this week.
so we are getting closer to the rollers.
they always have interesting cars in the shop. one of which was Nick Barnett's 2011 bad to the bone black camaro. a 413 engine w some sort of supercharger making 12 psi. i just hope our best linebacker doesn't end up around a tree or in the pokey as we really need Nick, really need Nick, on the field.
hc
08-05-10, 03:49 PM
#141
Racing Rotary Since 1983
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iTrader: (6)
here are a few pics of some of the hardware for the upcoming dyno tests...
dp... 2 wideband bungs, one for the Power FC and one for the dyno
modular upper dp.... slick, you can easily swap turbos
ic
left IC is for the BW
dp... 2 wideband bungs, one for the Power FC and one for the dyno
modular upper dp.... slick, you can easily swap turbos
ic
left IC is for the BW
08-05-10, 04:41 PM
#142
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This is very impressive and I'm excited to see the results! I'm curious to know whether the 3rd outlet on the intercooler is for the bov? Anyways, good luck with this!
08-06-10, 08:09 AM
#145
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nailed down a GT3582r so i am set turbo-wise. we may do a comparo w the Garrett ported shroud and the normal compressor housing...
car should return today or monday...
hc
car should return today or monday...
hc
