Dynosty does Boosted Performance Build (PICS)
Very surprised by the results! Care to elaborate on what the restriction/limiting factor was?
02-07-2011, 05:21 PM
#44
This dyno was done with the T4 BB 6765 .81a/r (that was a free upgrade do to results), so yes this does not make much sense. I am looking at a larger FMIC at the moment, so that should help with IAT's.
This engine is built, however it has stock cams/heads and stock headers. We suspect that the OEM headers may also be causing some issues, as they have an 8" section of 1.5" tubing.
binder made 463whp on this same dyno with the identical kit (minus BB) at 13psi, he however had cams and aftermarket headers.
This engine is built, however it has stock cams/heads and stock headers. We suspect that the OEM headers may also be causing some issues, as they have an 8" section of 1.5" tubing.
binder made 463whp on this same dyno with the identical kit (minus BB) at 13psi, he however had cams and aftermarket headers.
Last edited by Boosted Performance; 02-07-2011 at 05:27 PM.
02-07-2011, 05:45 PM
#46
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sasha the thing that I am confused about is how built motor is only making 10hp more than vazz car with stock motor, stock headers and no fuel return at i think 13lbs. All i think he had was a plentum spacer and dw800s. If this is the case im scrapping my built motor
02-07-2011, 06:00 PM
#48
I also noticed on the dyno chart that power drops off significantly after 5000RPM. Even with stock cams and stock exhaust manifolds, it should make more power and hold it to at least 6000RPM ...ESPECIALLY with a T4 turbo of that size! Something is wrong IMO. I hope Hal provides more info and insight.
Last edited by RudeG_v2.0; 02-07-2011 at 06:07 PM.
02-07-2011, 06:04 PM
#49
Also, speaking of Hal. I would just like to thank him for all of his efforts with this build, as it has been trying at times. He went above and beyond and out of his way to see if he can find anything wrong with the kit or the built engine.
He concluded that a larger FMIC would be a good improvement, as well as a heat shield for the air filter. These are all the things that I am working on right now.
At the moment this is the leading candidate for a replacement FMIC:
Core Dimension:
3.50'' thick x 18.48'' wide x 9.0'' tall
Hose Connection – 2.50'' OD
760HP
This at least is a proven FMIC brand, so there should not be any issue with that.
02-07-2011, 06:13 PM
#52
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Correction, the stroker kit made 543rwhp :P which is only limited by fuel (aps fuel injectors suck).
However, this dyno does read a lot lower than most. Russ at Momentum can tell you who had the lowest dyno numbers from all the shops he visited with his kit.
However, this dyno does read a lot lower than most. Russ at Momentum can tell you who had the lowest dyno numbers from all the shops he visited with his kit.
02-07-2011, 07:12 PM
#57
RudeG,
What I know for sure:
-Turbo (6765 T4 .81 a/r) is capable of much more than this, and back pressure was not an issue.
-Exhaust pre-turbo piping is all 2.5” (other use 2.0” in places) and it also is capable of flowing a lot.
-IC piping is 2.75” from Turbo to IC, this is enough to support 1200cfm (Corky Bell)
-IC to TB piping is 3.0”, again plenty large
-FMIC will flow over 1000 cfm (as per advertisement) and the manufacturer tells me that supercharged mustangs have made 600whp with this same FMIC. So the flow (cfm) is there.
>>>>What I don’t know is the thermal efficiency of the IC, as it is a 6” tall core. A 9” would be better, as the air charge would spend more time in the IC, exposed to the ambient (cooling) air. This could be an issue when going with more than 12psi of boost.
What I know for sure:
-Turbo (6765 T4 .81 a/r) is capable of much more than this, and back pressure was not an issue.
-Exhaust pre-turbo piping is all 2.5” (other use 2.0” in places) and it also is capable of flowing a lot.
-IC piping is 2.75” from Turbo to IC, this is enough to support 1200cfm (Corky Bell)
-IC to TB piping is 3.0”, again plenty large
-FMIC will flow over 1000 cfm (as per advertisement) and the manufacturer tells me that supercharged mustangs have made 600whp with this same FMIC. So the flow (cfm) is there.
>>>>What I don’t know is the thermal efficiency of the IC, as it is a 6” tall core. A 9” would be better, as the air charge would spend more time in the IC, exposed to the ambient (cooling) air. This could be an issue when going with more than 12psi of boost.
02-07-2011, 07:15 PM
#58
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Wow, definitely expected more...
Sasha i think that heat shield is an excellent idea. I noticed how close it was to the header when installing mine.. Lemme kno Wat u come up with....
Sasha i think that heat shield is an excellent idea. I noticed how close it was to the header when installing mine.. Lemme kno Wat u come up with....
02-07-2011, 07:25 PM
#59
AITs must've been up there for Hal and Sasha to be recommending a larger FMIC. Chemical intercooling is another option. Clearly, there's something going on between 9 psi and 16 psi - looks like it started out great and then hit a wall. I don't know this turbo that well, but it would be interesting to plot onto the compressor map to show where flow lies relative to its the efficiency range?
Thanks for keeping us updated and good luck.
Thanks for keeping us updated and good luck.
Last edited by rcdash; 02-07-2011 at 07:28 PM.
02-07-2011, 07:26 PM
#60
^ Which is why I'm shocked at the results Sasha!
I didn't know the IC core was only 6" tall though.
For comparison, the vertical flow IC core of the standard APS kit is 25" x 9" x 3.5". Were high AIT's an issue in these dyno runs?
I didn't know the IC core was only 6" tall though.
For comparison, the vertical flow IC core of the standard APS kit is 25" x 9" x 3.5". Were high AIT's an issue in these dyno runs?
Last edited by RudeG_v2.0; 02-07-2011 at 07:35 PM.