Went to the local Dyno Dynamics - Turbo Redline
08-20-2014, 03:15 PM
#1
Went to the local Dyno Dynamics - Turbo Redline
This is more or less a copy of what I posted in my build thread, but I thought I'd make a thread for it all.
Hit the dyno last week to play around a little. It's a local shop so they let me rent out some time on the cheap
I'm adding some wastegate spring pressure since it won't hold over 27-28 lbs to redline. I just thought I'd turn it up until it wouldn't sustain pressure, which I figured would be about 30 lbs, so I was close. I'll go back with some more boost at some point.
My setup is:
ZZP Gen 3 girdled 2.1 with Carrillo rods and JE 9.5:1 pistons
Ported head w/ supertech springs and ZZP S2 cams
S259et turbo kit with TTR IM
FIC 1200's w/RSFS, Walbro 450 in the canister fed by a Walbro 255, on E85
F40 6 speed swap
Keep in mind I wasn't expecting to get any high numbers because this is a dyno dynamics that seems to run 12-13% lower than a dynojet. My TVS setup that made 370whp on a dynojet made 328whp on this dyno. For comparison in the past few weeks they had a stock ZL1 make 462whp, Boss 302 with track key made 327whp, I/H/cam LS3 vette made 408whp, Procharged LS3 vette on 9lbs made 509whp, and D1SC LS1 WS6 on E85 and 8 psi made 515whp.
If you followed my build thread then you know that back in April on the dynojet on 23 lbs with a bad fuel pump only able to rev to 7300 I made 508whp in 4th gear. Here is that graph. I raised the boost and told them to let off early as it went lean to give me an idea on the gains in the mid range. Ignore the weird tq spike misreading. Full boost hits at 4k for reference.
Before I go on and you see the graphs and think the car doesn't build boost until 5,000 rpms, it is because we had the ramp rate set way down and were doing 3rd gear pulls. Here is a screenshot of a while back, 4th gear hitting 19.5 psi by 3700 rpms to give you an idea of how it is on the street. 3rd gear is about 200 rpms later.
Last week I hopped on the dyno dynamics, and the first thing we did was bottom out pulling on to the rollers and crushed the hotside charge piping, which may have hindered us a bit, but the show had to go on. I should have taken a pic of the inside because it was pretty bad lol, but this is what it looked like outside
I started by turning it back down to about 24 for a starting point, and doing 3rd gear pulls on a healthy pump allowing me to rev to 8k I made 481whp/346tq. Look at the previous dyno graph to see how the boost climbs a little. It hits around 22 lbs and climbs to 24. Here was my first pull on 24.
Turned it up about .5-.7 psi for the next pull and gained a little up top, but the boost curve smoothed out a little, which you can see in the torque curve.
Played around a little there with leaning it out and didn't make any more power, which made me happy since it means I had it pretty dialed in on the street. Richened it up for ***** and saw the power fall pretty quick as soon as it got richer than 11:1. Played with timing a little but couldn't really add any since again, I had it pretty dialed in before I got there, but I dropped it a little and saw how it effected the power. I had had my fun in testing so it was time to turn it up a little.
Did a pull on 28 lbs holding 27 or so it made 518whp/417tq.
I will need more spring pressure if I want to hold more than 27 up top, but this will do for now. I've got a 5lb spring I'll add to my existing spring when I have some time soon, so that should help me hold some more boost
What's cool is that during most of the pull it is making 60+whp more and at 6,000 rpms I am making ~90whp more on 28 than on 24 lbs, some of that is due to the fact that the boost climbs when I'm under 25 lbs and starts around 22 psi on the hit, instead of hitting and holding flat.
Thought I'd share my fun. Might get back to the dynojet in MN this fall with some more boost and go for 600whp If I can hit 535-540 on this dyno I think I'll be able to make 600 on a dynojet, so we will see! If you want to see the car in action check the War Stories/Kills section for tons of videos! Thanks for reading.
Hit the dyno last week to play around a little. It's a local shop so they let me rent out some time on the cheap
I'm adding some wastegate spring pressure since it won't hold over 27-28 lbs to redline. I just thought I'd turn it up until it wouldn't sustain pressure, which I figured would be about 30 lbs, so I was close. I'll go back with some more boost at some point.My setup is:
ZZP Gen 3 girdled 2.1 with Carrillo rods and JE 9.5:1 pistons
Ported head w/ supertech springs and ZZP S2 cams
S259et turbo kit with TTR IM
FIC 1200's w/RSFS, Walbro 450 in the canister fed by a Walbro 255, on E85
F40 6 speed swap
Keep in mind I wasn't expecting to get any high numbers because this is a dyno dynamics that seems to run 12-13% lower than a dynojet. My TVS setup that made 370whp on a dynojet made 328whp on this dyno. For comparison in the past few weeks they had a stock ZL1 make 462whp, Boss 302 with track key made 327whp, I/H/cam LS3 vette made 408whp, Procharged LS3 vette on 9lbs made 509whp, and D1SC LS1 WS6 on E85 and 8 psi made 515whp.
If you followed my build thread then you know that back in April on the dynojet on 23 lbs with a bad fuel pump only able to rev to 7300 I made 508whp in 4th gear. Here is that graph. I raised the boost and told them to let off early as it went lean to give me an idea on the gains in the mid range. Ignore the weird tq spike misreading. Full boost hits at 4k for reference.
Before I go on and you see the graphs and think the car doesn't build boost until 5,000 rpms, it is because we had the ramp rate set way down and were doing 3rd gear pulls. Here is a screenshot of a while back, 4th gear hitting 19.5 psi by 3700 rpms to give you an idea of how it is on the street. 3rd gear is about 200 rpms later.
Last week I hopped on the dyno dynamics, and the first thing we did was bottom out pulling on to the rollers and crushed the hotside charge piping, which may have hindered us a bit, but the show had to go on. I should have taken a pic of the inside because it was pretty bad lol, but this is what it looked like outside
I started by turning it back down to about 24 for a starting point, and doing 3rd gear pulls on a healthy pump allowing me to rev to 8k I made 481whp/346tq. Look at the previous dyno graph to see how the boost climbs a little. It hits around 22 lbs and climbs to 24. Here was my first pull on 24.
Turned it up about .5-.7 psi for the next pull and gained a little up top, but the boost curve smoothed out a little, which you can see in the torque curve.
Played around a little there with leaning it out and didn't make any more power, which made me happy since it means I had it pretty dialed in on the street. Richened it up for ***** and saw the power fall pretty quick as soon as it got richer than 11:1. Played with timing a little but couldn't really add any since again, I had it pretty dialed in before I got there, but I dropped it a little and saw how it effected the power. I had had my fun in testing so it was time to turn it up a little.
Did a pull on 28 lbs holding 27 or so it made 518whp/417tq.
I will need more spring pressure if I want to hold more than 27 up top, but this will do for now. I've got a 5lb spring I'll add to my existing spring when I have some time soon, so that should help me hold some more boost
What's cool is that during most of the pull it is making 60+whp more and at 6,000 rpms I am making ~90whp more on 28 than on 24 lbs, some of that is due to the fact that the boost climbs when I'm under 25 lbs and starts around 22 psi on the hit, instead of hitting and holding flat.
Thought I'd share my fun. Might get back to the dynojet in MN this fall with some more boost and go for 600whp
If I can hit 535-540 on this dyno I think I'll be able to make 600 on a dynojet, so we will see! If you want to see the car in action check the War Stories/Kills section for tons of videos! Thanks for reading.
08-20-2014, 03:29 PM
#2
Senior Member
Well done bro! Very glad you're living your dream. Already you may hit 600 or close to it on a dynojet. They will read a bit higher than the mustang/dyno dynamics. add 15% usually to your current numbers.
08-20-2014, 04:12 PM
#4
I think as it sits it may be just a little shy of that 6, but time will tell, and I've got some boost left You know the feeling all too well!Thanks man, it's a blast to drive and hooks up surprisingly well for what it is. My videos are a decent testament to that!
08-24-2014, 11:52 AM
#15
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I think the little .55 ar is starting to choke the thing up top a bit. Just my guess from the dynoing I did on mine.
I tried a 23 psi spring combo on mine lmao. No boost control and instant spiking. Fail. Had to back it down to 18.
I tried a 23 psi spring combo on mine lmao. No boost control and instant spiking. Fail. Had to back it down to 18.
08-25-2014, 11:47 AM
#16
It is starting to choke it just a hair, but the small WG spring and the kinked hotside charge pipe were the main factors for not being able to go any higher here. Charge pipe is "fixed" now and I have a larger spring combo in my toolbox t put in
08-30-2014, 09:27 AM
#20
No sir, not considering it. I've added some WG spring pressure and have ran it to 32 lbs last night, and it was night and day over the 27 psi up top on the 518whp dyno above. Haven't dyno'd it yet, but I'm sure its in the 540-550whp range on their dyno which would be over 600whp on a dynojet, and that's exactly what I want out of the car. Fixing that hotside pipe probably didn't hurt either
09-02-2014, 12:10 PM
#23
It holds 32 up to 8k, doesn't fall off at all
As for MAF, that won't tell you anything. How the injector scalings are setup the maf calculation drops quite a bit, AND I have an AFC to drop the MAF frequency because I was maxing it out before 5,000 rpms on 25 lbs, so this drops it down to make it think it is seeing less air so the MAF range is useable again. For example on 30 lbs the car sees a max of 30.29 lb/min through the maf
As for MAF, that won't tell you anything. How the injector scalings are setup the maf calculation drops quite a bit, AND I have an AFC to drop the MAF frequency because I was maxing it out before 5,000 rpms on 25 lbs, so this drops it down to make it think it is seeing less air so the MAF range is useable again. For example on 30 lbs the car sees a max of 30.29 lb/min through the maf
09-02-2014, 04:17 PM
#24
With the lnf rev limit of 7400 rpms, I wonder if the s362et with a .55ar housing would provide more power within the limited powerband, vs the s259et .55. If the cover would even fit back there lol and then later on down the road with the modified phaser upgrade put a .70ar to take advantage of the top end ability revving to 8-8500rpms.
This time around, being a daily and having a limited powerband to 7.4k, I want the most power with the .55ar housing, I just don't know if I should stick to the billet s259et or do something different and use the .55 housing on one of the early s300 series. Any experience with the .55 on a s300 series?
This time around, being a daily and having a limited powerband to 7.4k, I want the most power with the .55ar housing, I just don't know if I should stick to the billet s259et or do something different and use the .55 housing on one of the early s300 series. Any experience with the .55 on a s300 series?
Last edited by taintedred07; 09-02-2014 at 04:35 PM.
09-03-2014, 11:21 AM
#25
Only experience I have with the 300 series is an s366 .82 on my friend's 2JZ. It was responsive, but I'm not sure how it would be on our motors even with the .55. The key with the LNF with limited RPM is a turbo that's going to give you the best powerband (most rpm in full boost) that can still hit your power goals. Peak hp is great, but a useable band is deadly.
