High-Comp Time!
09-29-2010, 12:22 PM
#41
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that thing sounds mental ! , figures a re looking good too.
got to ask , how fast is it now compared to say a stock block charger . i know its not got qute as much HP but thats not everything now is it .
got to ask , how fast is it now compared to say a stock block charger . i know its not got qute as much HP but thats not everything now is it .
09-29-2010, 05:41 PM
#43
We just finished modifying this upper plenum which found some extra power, comparable to the carbotron intake. Car is now making 331whp, the hood closes and it has a throttle body - unlike some of our other tests! So this is legit horsepower, although I was wishing with the compression I would be at 340whp by now.
Short Fly-by Video:
http://vimeo.com/15314185
Short Fly-by Video:
http://vimeo.com/15314185
09-29-2010, 07:03 PM
#44
10-19-2010, 05:23 AM
#46
I'll get the dyno up today if I have time. We also just tried the revup lower manifold again (now that the thing can breathe more up top, I figured the gains might be worth it), and sure enough the engine gained 6whp up top. Now making 338whp, but the mid-range loss was substantial.
The crossover point (going by memory here) was about 7000rpm, so it meant revving the engine was required. Here's a video from Shannonville, a technical tight track that I do a lot of testing on. Last year's best time here was a 1:53.1, this year 1:49.8. Some of it is from the power, but most of it is a result of the suspension and change to real racing slicks. Regardless, revving to 8200rpm means I no longer have to go into 4th momentarily in a few spots which saves tons of time.
I wish I could capture the audio better than the GoPro, it sounds so much better in real life
http://vimeo.com/15926780
The crossover point (going by memory here) was about 7000rpm, so it meant revving the engine was required. Here's a video from Shannonville, a technical tight track that I do a lot of testing on. Last year's best time here was a 1:53.1, this year 1:49.8. Some of it is from the power, but most of it is a result of the suspension and change to real racing slicks. Regardless, revving to 8200rpm means I no longer have to go into 4th momentarily in a few spots which saves tons of time.
I wish I could capture the audio better than the GoPro, it sounds so much better in real life
http://vimeo.com/15926780
10-20-2010, 10:50 AM
#47
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i was going through your older posts the other day and thought i saw that you had ported heads but took them off because you lost power and were going to try again when you went with higher comp pistons? was this you or am i confused?
edit: wondering what would happen if you took some material off the non revup just so the runners are a little smaller
edit: wondering what would happen if you took some material off the non revup just so the runners are a little smaller
Last edited by lemmiwinkz; 10-20-2010 at 11:03 AM.
10-20-2010, 01:11 PM
#48
Yes the ported heads were done by someone else that I had bought used, and those along with the JWT C8 cams lost approx 25whp.
Once we do a race cam test and determine the best cam, we'll do some port work and see if there isn't more power hiding somewhere. It will be fun to port my own engine. I'll probably ruin the heads, but I have like 5 pairs sitting here so it's no big loss
Regarding modifying the non-revup lower manifold, I'm sure that's the way to go ultimately to have a good compromise. But at that point it would almost be nicer to build a custom intake entirely, or go with ITB's inside of an airbox
Here's the dyno from the non-revup manifold and our aluminum intake / 90mm throttle body vs the stock upper plenum and 72mm ported throttle body and stock MAF housing. Both with Injen intake from the filter to the large 90 degree silicone coupler.
The gains in the bottom were partially from cam timing tuning that I'm sure I could have found with the stock intake, so don't pay too much attention to that. The main gains from the intake are from 5200rpm+
The main thing to notice is how previously as soon as teh engine made peak power it fell right off, now the engine is makign peak horsepower for over 1000rpm! With the revup plenum, the horsepower stays nearly the same for 1500rpm - would be great for use with a sequential gearbox
Once we do a race cam test and determine the best cam, we'll do some port work and see if there isn't more power hiding somewhere. It will be fun to port my own engine. I'll probably ruin the heads, but I have like 5 pairs sitting here so it's no big loss
Regarding modifying the non-revup lower manifold, I'm sure that's the way to go ultimately to have a good compromise. But at that point it would almost be nicer to build a custom intake entirely, or go with ITB's inside of an airbox
Here's the dyno from the non-revup manifold and our aluminum intake / 90mm throttle body vs the stock upper plenum and 72mm ported throttle body and stock MAF housing. Both with Injen intake from the filter to the large 90 degree silicone coupler.
The gains in the bottom were partially from cam timing tuning that I'm sure I could have found with the stock intake, so don't pay too much attention to that. The main gains from the intake are from 5200rpm+
The main thing to notice is how previously as soon as teh engine made peak power it fell right off, now the engine is makign peak horsepower for over 1000rpm! With the revup plenum, the horsepower stays nearly the same for 1500rpm - would be great for use with a sequential gearbox
10-20-2010, 01:30 PM
#49
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Ported heads, sequential gear box!!!! im excited, keep up the good work 
the reason i was lookin at previous posts was to try to find what that tank is right before the radiator? also, do you guys use the pathfinder coolant bypass thing?
the reason i was lookin at previous posts was to try to find what that tank is right before the radiator? also, do you guys use the pathfinder coolant bypass thing?
Last edited by lemmiwinkz; 10-20-2010 at 01:39 PM.
10-21-2010, 05:05 AM
#52
I wouldn't say that, I believe that the heads I bought were ported for a high power turbo setup, so perhaps they were just way too big. There were also over-sized valves and a few other variables so it's hard to say.
One thing at a time from now on
the fueling is rock solid, the variance that you see is just due to the resolution of the graph. Notice that the bottom of the graph is not 0, it's 100 hp/lb-ft.
One thing at a time from now on
the fueling is rock solid, the variance that you see is just due to the resolution of the graph. Notice that the bottom of the graph is not 0, it's 100 hp/lb-ft.
10-27-2010, 10:28 AM
#54
S FL only get blend 2 in the winter (ie December, Jan, Feb). Thats only 5% difference. You shouldnt even have to change your tune.
http://www.e85mustangs.com/regions123.html
http://www.e85mustangs.com/regions123.html
10-27-2010, 10:39 AM
#55
It does mess up the tune, and there arent 2 identical blends for the 2 seasons, it does vary. I finally bought a tester to start seeing how it changes from month to month. We have seen our power levels after a race weekend come in 10-15whp from the inconsistancy. There are dozens of threads on different boards where guys complain about inconsistancy in the blend.
10-27-2010, 12:31 PM
#56
Interesting.
Right now I'm using IMSA 100 race fuel by VP, which I believe has a 10% ethanol content. I pretty much just use what I can get (Got the IMSA 100 for cheap), E85 isn't that popular up here in Canada yet, but it sounds like an interesting option certainly.
Right now I'm using IMSA 100 race fuel by VP, which I believe has a 10% ethanol content. I pretty much just use what I can get (Got the IMSA 100 for cheap), E85 isn't that popular up here in Canada yet, but it sounds like an interesting option certainly.
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