Procharged SS/SC new video
04-07-2008, 03:58 PM
#226
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False knock sucks! Trust me on this as I fought it tuning the twinscrew! It was just so damn noisy that it would create a false knock up top pulling the timing and reducing the power output. Solid motor mounts would be horrible for our crazy sensitive knock sensors too.
04-07-2008, 05:34 PM
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False knock sucks! Trust me on this as I fought it tuning the twinscrew! It was just so damn noisy that it would create a false knock up top pulling the timing and reducing the power output. Solid motor mounts would be horrible for our crazy sensitive knock sensors too.
04-07-2008, 11:08 PM
#228
i have them but I have to go to church right now so I will post video and numbers later!
But untill then I had problems with the bwoody solid mounts and false knock so the numbers after 5800 are no good do to the knock taking my timing!
And my hptuners box tuck a crap on me early in the week so I had to dyno the way it was!
Im a little upset because of it but its still a good number for the problems in the tune and mounts!
But untill then I had problems with the bwoody solid mounts and false knock so the numbers after 5800 are no good do to the knock taking my timing!
And my hptuners box tuck a crap on me early in the week so I had to dyno the way it was!
Im a little upset because of it but its still a good number for the problems in the tune and mounts!
04-09-2008, 02:16 PM
#231
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im not on my computer but I will type what I got from saturday!
I ended up getting 266 whp and 230 TQ at 5800 after that the knock kicked in!
I was not happy about the knock but what are you going to do? That is only at 11* of timing! and permium 91 cali fuel!
I ended up getting 266 whp and 230 TQ at 5800 after that the knock kicked in!
I was not happy about the knock but what are you going to do? That is only at 11* of timing! and permium 91 cali fuel!
04-10-2008, 12:27 AM
#233
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04-10-2008, 10:25 AM
#235
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But the difference is more in the exhaust system then the boost between the two dyno runs!
04-10-2008, 12:07 PM
#236
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my god! 13-14 psi @ 266 then you still got 6psi to go! yeah that is easily 300hp for sure! for every 1 psi 10 hp is what you can expect...so just doing that math...326hp DAMN Tune that beast!
04-10-2008, 12:43 PM
#237
he does need to get this bitch tuned.. looks like i'll be able to hit my 350+ whp goal on a procharger afterall 
so the C-2 should be able to maybe hit about 400 whp ? looks like this is a good alternative for you lsj's after all
especially against the twin screw
04-10-2008, 01:21 PM
#238
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i thought he said he was hitting 23 psi that means a good 350 whp or so he does need to get this bitch tuned.. looks like i'll be able to hit my 350+ whp goal on a procharger afterall
so the C-2 should be able to maybe hit about 400 whp ? looks like this is a good alternative for you lsj's after all especially against the twin screw
he does need to get this bitch tuned.. looks like i'll be able to hit my 350+ whp goal on a procharger afterall so the C-2 should be able to maybe hit about 400 whp ? looks like this is a good alternative for you lsj's after all
especially against the twin screwThe best part is that if you can use an different intake manifold then you can use 42s to make the 267whp because im only using about 45% at 5800 of the 60s!
04-10-2008, 03:18 PM
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i thought he said he was hitting 23 psi that means a good 350 whp or so he does need to get this bitch tuned.. looks like i'll be able to hit my 350+ whp goal on a procharger afterall
so the C-2 should be able to maybe hit about 400 whp ? looks like this is a good alternative for you lsj's after all especially against the twin screw
he does need to get this bitch tuned.. looks like i'll be able to hit my 350+ whp goal on a procharger afterall so the C-2 should be able to maybe hit about 400 whp ? looks like this is a good alternative for you lsj's after all
especially against the twin screw
04-10-2008, 04:45 PM
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04-15-2008, 11:51 AM
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04-15-2008, 02:47 PM
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I agree but on the 2.4l ist a bit closer! IE Supercharged 230 whp at 8 psi. stock 171 hp? just under 10 hp per psi but we all know it doesnt stay like that under higher boost numbers! and the 2.0l in not even close to it!
Also the turbo 2.4l hahn kit 245 whp at 8 psi!
Also the turbo 2.4l hahn kit 245 whp at 8 psi!
04-15-2008, 07:03 PM
#245
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There is a dynojet 224xLC (Eddy Current Load Absorption Unit) in Palmdale off Angeles Crest hwy. They have real good prices for tuning and the guy that operates the dyno used to work for Westech. It's closer than buttonwillow and If I know enough in advance I can offer up EFILive help, I live in the Palmdale area.
I honestly don't have much faith in the C-2 doing much more than it already is through the LSJ. The compressor profile of the C-2 does in fact offer a theoretical 725 HP, but not through a 2.0L engine. A free flowing C-2 will get close to the 1100 CFM mark, but that's on a system that supports it.
All we do by running up the boost pressure is create more of a restriction on the system and shift the curve on the compressor map to the left. Not only does it become much less efficient producing more heat, but it starts to get real close to the surge line. With a blow off valve this tends to be a non-issue, but it does produce unnecessary heat 'almost' no matter what you do.
The LSJ doesn't have variable valve timing and this is where the LE5/LNF engines really take advantage of a large compressor profile. Mallet can get those crazy numbers out of that engine for 2 reasons, 1 it's a higher displacement motor and 2 it's able to blow through a lot of CFM keeping the supercharger operating more efficiently. (25 degrees of cam advance/retard) Plus it is a built motor. The only way you could possibly do this with the LSJ would be to install a wastegate before the MAF and vent off extra CFM to keep the compressor running more efficiently. Do this and you could expect a serious drop in compressor exit temperatures and a higher CFM in the system as a whole.
If 1/2 the volume of your system is hot charge and the other 1/2 is cool charge it's not the same mass of air as all of the volume of you system being cool charge. It's just as important (if not more) to keep the compressor working efficiently as it is to keep the charge entering the engine as cool as possible.
I would vent off anything above 14 psi through the gate and run it out to 7000 rpm. Beyond that you are WAY beyond the flow of the head, but shifting there will bring you right back to the maximum torque.
I honestly don't have much faith in the C-2 doing much more than it already is through the LSJ. The compressor profile of the C-2 does in fact offer a theoretical 725 HP, but not through a 2.0L engine. A free flowing C-2 will get close to the 1100 CFM mark, but that's on a system that supports it.
All we do by running up the boost pressure is create more of a restriction on the system and shift the curve on the compressor map to the left. Not only does it become much less efficient producing more heat, but it starts to get real close to the surge line. With a blow off valve this tends to be a non-issue, but it does produce unnecessary heat 'almost' no matter what you do.
The LSJ doesn't have variable valve timing and this is where the LE5/LNF engines really take advantage of a large compressor profile. Mallet can get those crazy numbers out of that engine for 2 reasons, 1 it's a higher displacement motor and 2 it's able to blow through a lot of CFM keeping the supercharger operating more efficiently. (25 degrees of cam advance/retard) Plus it is a built motor. The only way you could possibly do this with the LSJ would be to install a wastegate before the MAF and vent off extra CFM to keep the compressor running more efficiently. Do this and you could expect a serious drop in compressor exit temperatures and a higher CFM in the system as a whole.
If 1/2 the volume of your system is hot charge and the other 1/2 is cool charge it's not the same mass of air as all of the volume of you system being cool charge. It's just as important (if not more) to keep the compressor working efficiently as it is to keep the charge entering the engine as cool as possible.
I would vent off anything above 14 psi through the gate and run it out to 7000 rpm. Beyond that you are WAY beyond the flow of the head, but shifting there will bring you right back to the maximum torque.
04-16-2008, 10:26 AM
#246
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There is a dynojet 224xLC (Eddy Current Load Absorption Unit) in Palmdale off Angeles Crest hwy. They have real good prices for tuning and the guy that operates the dyno used to work for Westech. It's closer than buttonwillow and If I know enough in advance I can offer up EFILive help, I live in the Palmdale area.
I honestly don't have much faith in the C-2 doing much more than it already is through the LSJ. The compressor profile of the C-2 does in fact offer a theoretical 725 HP, but not through a 2.0L engine. A free flowing C-2 will get close to the 1100 CFM mark, but that's on a system that supports it.
All we do by running up the boost pressure is create more of a restriction on the system and shift the curve on the compressor map to the left. Not only does it become much less efficient producing more heat, but it starts to get real close to the surge line. With a blow off valve this tends to be a non-issue, but it does produce unnecessary heat 'almost' no matter what you do.
The LSJ doesn't have variable valve timing and this is where the LE5/LNF engines really take advantage of a large compressor profile. Mallet can get those crazy numbers out of that engine for 2 reasons, 1 it's a higher displacement motor and 2 it's able to blow through a lot of CFM keeping the supercharger operating more efficiently. (25 degrees of cam advance/retard) Plus it is a built motor. The only way you could possibly do this with the LSJ would be to install a wastegate before the MAF and vent off extra CFM to keep the compressor running more efficiently. Do this and you could expect a serious drop in compressor exit temperatures and a higher CFM in the system as a whole.
If 1/2 the volume of your system is hot charge and the other 1/2 is cool charge it's not the same mass of air as all of the volume of you system being cool charge. It's just as important (if not more) to keep the compressor working efficiently as it is to keep the charge entering the engine as cool as possible.
I would vent off anything above 14 psi through the gate and run it out to 7000 rpm. Beyond that you are WAY beyond the flow of the head, but shifting there will bring you right back to the maximum torque.
I honestly don't have much faith in the C-2 doing much more than it already is through the LSJ. The compressor profile of the C-2 does in fact offer a theoretical 725 HP, but not through a 2.0L engine. A free flowing C-2 will get close to the 1100 CFM mark, but that's on a system that supports it.
All we do by running up the boost pressure is create more of a restriction on the system and shift the curve on the compressor map to the left. Not only does it become much less efficient producing more heat, but it starts to get real close to the surge line. With a blow off valve this tends to be a non-issue, but it does produce unnecessary heat 'almost' no matter what you do.
The LSJ doesn't have variable valve timing and this is where the LE5/LNF engines really take advantage of a large compressor profile. Mallet can get those crazy numbers out of that engine for 2 reasons, 1 it's a higher displacement motor and 2 it's able to blow through a lot of CFM keeping the supercharger operating more efficiently. (25 degrees of cam advance/retard) Plus it is a built motor. The only way you could possibly do this with the LSJ would be to install a wastegate before the MAF and vent off extra CFM to keep the compressor running more efficiently. Do this and you could expect a serious drop in compressor exit temperatures and a higher CFM in the system as a whole.
If 1/2 the volume of your system is hot charge and the other 1/2 is cool charge it's not the same mass of air as all of the volume of you system being cool charge. It's just as important (if not more) to keep the compressor working efficiently as it is to keep the charge entering the engine as cool as possible.
I would vent off anything above 14 psi through the gate and run it out to 7000 rpm. Beyond that you are WAY beyond the flow of the head, but shifting there will bring you right back to the maximum torque.
04-16-2008, 01:45 PM
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04-16-2008, 08:54 PM
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