Peak HP at Lower RPM Range
Peak HP at Lower RPM Range
Hoping to get thoughts on dyno plots (I'm a total noob when it comes to this stuff). The first 2 are: 1=NA, 2=SuperCharged.
They are pretty much at their peak hp from 5k rpm to redline. They are at 100% of their peak hp where it counts for track duty, is this something that can be tuned into the Z? Are certain engines more easily tuned to run like this?
The 3rd dyno plot is my 115k mile Z w/ zero mods (just 4.08 gears). I love the torque line but in addition it must definitely be more advantageous to have the peak hp from 4500rpm to redline, possible?
They are pretty much at their peak hp from 5k rpm to redline. They are at 100% of their peak hp where it counts for track duty, is this something that can be tuned into the Z? Are certain engines more easily tuned to run like this?
The 3rd dyno plot is my 115k mile Z w/ zero mods (just 4.08 gears). I love the torque line but in addition it must definitely be more advantageous to have the peak hp from 4500rpm to redline, possible?
Last edited by l30thelion; Jun 15, 2014 at 09:24 AM. Reason: removed car type
350Z-holic
Joined: Aug 2002
Posts: 14,502
Likes: 22
From: NC
It's actually not about peak hp but the torque curve and the area under that. Remember that dyno HP is nothing more the torque vs rpm formula.
As far as when you need the power think about the RPM you are turning at corner exit and where you need to shift. If at most slower corners you are at 3000 rpm in 3rd then that's where you want the power to be and be as flat as possible until shift.
It's kind of fun to run through the math for RPMS you are at for each track you run and the gear set. From there you can figure out how to play with things. In my class we can not tough the engine but we have three rears to pick from. So we try to match it to the track.
As far as when you need the power think about the RPM you are turning at corner exit and where you need to shift. If at most slower corners you are at 3000 rpm in 3rd then that's where you want the power to be and be as flat as possible until shift.
It's kind of fun to run through the math for RPMS you are at for each track you run and the gear set. From there you can figure out how to play with things. In my class we can not tough the engine but we have three rears to pick from. So we try to match it to the track.
It's actually not about peak hp but the torque curve and the area under that. Remember that dyno HP is nothing more the torque vs rpm formula.
As far as when you need the power think about the RPM you are turning at corner exit and where you need to shift. If at most slower corners you are at 3000 rpm in 3rd then that's where you want the power to be and be as flat as possible until shift.
It's kind of fun to run through the math for RPMS you are at for each track you run and the gear set. From there you can figure out how to play with things. In my class we can not tough the engine but we have three rears to pick from. So we try to match it to the track.
As far as when you need the power think about the RPM you are turning at corner exit and where you need to shift. If at most slower corners you are at 3000 rpm in 3rd then that's where you want the power to be and be as flat as possible until shift.
It's kind of fun to run through the math for RPMS you are at for each track you run and the gear set. From there you can figure out how to play with things. In my class we can not tough the engine but we have three rears to pick from. So we try to match it to the track.
My car is NASA TTC re-classed at 235hp/2940lbs. Say that out of slow corners the rpm is 4k in 3rd, ideally the engine would be as close as possible to 235hp from 4k to 6.5k rpm. The car would be accelerating at its best within the parameters allowed for the class, does that make sense?
The engine in the 2nd dyno seems to be able to do that, or am I reading too much into it?
Obviously I'll not be able to get 235hp everywhere but is it possible to "de-tune" the engine so that once it reaches 200hp it stays there until redline? The car could then be re-classed at lower weight, keeping the hp/weight ratio practically the same but technically more optimal acceleration wise?
Again, pardon the noob questions.
350Z-holic
Joined: Aug 2002
Posts: 14,502
Likes: 22
From: NC
Actually Maximum acceleration does not happen at peak horsepower, it happens at peak torque. So wherever you are in your RPM at peak torque in that gear that's your strongest Acceleration point.
It's all about the torque.
It's all about the torque.
This weekend at Sebring I had a chance to talk w/ the guy that crews for the car of the second dyno. He explained that they indeed de-tune the car to make the engine work that way.
He also mentioned that the difference is huge, not only acceleration wise, but it also helps gearing, says that he basically doesn't have to shift coming in/out of most corners since the power is always there.
The car is classed in PTD, he smoked everyone in TTC, including me. I ran 2.29.7, he ran a 2:29.1....he also knows how to drive! In cooler temps he would have likely broken the TTC track record of 2:26.5, which is pretty damn quick around Sebring for a TTC car, not to mention a TTD car.
Got lots of work to do!
He also mentioned that the difference is huge, not only acceleration wise, but it also helps gearing, says that he basically doesn't have to shift coming in/out of most corners since the power is always there.
The car is classed in PTD, he smoked everyone in TTC, including me. I ran 2.29.7, he ran a 2:29.1....he also knows how to drive! In cooler temps he would have likely broken the TTC track record of 2:26.5, which is pretty damn quick around Sebring for a TTC car, not to mention a TTD car.
Got lots of work to do!
Thread
Thread Starter
Forum
Replies
Last Post
Lt_Ballzacki
Brakes & Suspension
39
Aug 6, 2021 06:19 AM
ars88
Zs & Gs For Sale
18
Apr 4, 2016 07:52 AM
Justin100
Intake Exhaust
26
Nov 29, 2015 03:58 PM