I want to see DYNO slips of NA TURBOS! & TII high comp
 

I want to know if I am right or wrong. So I am calling the group to post all there slips of your NA turbos and turbos with NA rotors. There is allot of claims out there and allot of logic of why a NA system can not create power. I want to diminish the misunderstandings and logics and prove one of them.

Please post your mods with the slip.

Let me ask an interesting question about dyno slips while there's a thread here. Do I need to purchase my own wideband sensor and etc. when going to do a dyno tune, or do the dyno shops usually have one? Sorry, seems like a stupid question, but would love to know.

most dyno shops have it

True, but its also common practice that you would have your own........just like in this case........get your own thread! (joking but serious)

The dyno has one its also called a hydro stat sensor. This is how the dyno displays its results of AFR's.

it's dyno SHEETS and time SLIPS!!!

PS I dont think youll get many replies at all. You'll have better luck probably searching in the Timeslips/dynosheet forum

next time I'll make an extra thread then =P...

iceblue, as soon as I get mine all together, I'll get it dyno'd and post.. NA turbo.

I never got a dyno with mine since dyno day got cancelled. And dynoing my new setup will probably produce results that are skewed a little higher then typical basic NA turbo setups. :) Regardless there are plenty of turbo-NA 1/4 miles runs in the archives from which you can calculate a HP value.

This also has to do with a private conversation with Jrat. No one posts numbers and it seems allot of people feel that NA boosted can’t produce over 300hp. I disagree and say they can produce exactly the same amount of power. And with smaller turbos and less boost. If anyone has read the other thread about this its also been said that high comp cant work b/c of overheating and other stuff. Another one that ahs been brought up is that the volumetric efficacy of a high com setup can’t produce the power of a low comp. Again why do no top racers run high comp and why does the factory install low comp on turbo setups? Do they know something we don’t?

Like I said I am trying to dispel this information.

i think everyone gets scared because of the high compresion...
as for me... im shooting for the 300 mark only because i have a dual friction clutch and dont think itll take much more than that with a n/a tranny without slipping or breaking somthin... later ill go with a bnr stage 1 or 2 and see what happens after i get my setup i currently have going now going decent... ill try to get some numbers this summer :)

Honestly, who cares? :) Let them think what they want. Much better things to use your energy on (as I learned several years ago after getting in the 10,000th argument about it).

turbo NA's are slow and in pieces

ask aaron cake :x

Have you own one? Didn't think so! So, that must be your OPINION.

I get it...... you are just joking.

lol, this coming from a guy can't top a car with 210k miles and a HYBRID!

doesnt your car get like 62mpg too, mr sorenson?

That'd be 32, and that'd be a different car too.

oh, ok.

Which is also faster than you now, just incase you're wondering. :D

I just bu ilt a bp turbo na engine. I plan to run a t04b turbo with megasquirt. Won't be able to get a dyno runs in till spring.

they should make more tq ealier by definition, but not more overall peak power.

effective compression is effective compressoin, with a 8.0:1 slug and 20lbs or a 10:1 with 6 lbs, you can only have so much chamber pressure, only so high of egt's etc etc

and for the record, the #'s i used were just to make a point, no truth to them,

an 8.7:1 cr motor running 1 bar has an effective comp of 17.4:1 (easliy done on pump gas)

a 9.7:1 cr motor only has to run 11.7lbs to have the same effective CR

With the lowe ramount of booost, intake charge tempetures are lower, smaller turbo can be utilized which can translate into a quicker spool, and a faster car etc etc

-Jacob

You run into a situation where you reach a point where your engines temperature rise prevents you from making more power (or running more boost). At this point, you're making considerably more power than a lower compression engine running the same boost, however, if you crank up the lower compression engines boost and near the same power as the higher compression, you then reach a point where if your turbo is still efficient, you can run more boost (and hit a higher effective CR, since the turbos temperature rise is less than the engines at that point), and make more power. Where this threshold is depends on the way the engines built, tuning, equipment used, etc. As companies continue to develop parts, they can withstand this and work within this a lot better, thus why companies are increasingly running more compression on their turbo engines.

I'm dyno'ing my '87 TII on Sunday with 9.4:1 N/A rotors. The mods are pretty basic for now:

mild intake/exhaust porting
s4 high-compression rotors
2.5" Bonez DP/MP bolted to Apexi N1 exhaust
Walbro 255
750cc secondaries
R-Tek 1.7 chip
stock turbo/TID running 13psi via Profec-B

I'm hoping for around 230whp.

With decent AF/R's you should be higher than 230, probably closer to 260.

http://groups.msn.com/ChucksRX7/1983...to&PhotoID=104

http://groups.msn.com/ChucksRX7/1983...to&PhotoID=109

Here's a dyno and a time sheet (right lane) for 9.4 rotors running boost.
car was a 1st gen at 2720lbs during the IDRC event.
chuck