Another Top Mount Setup
01-12-2011, 02:59 AM
#103
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No, actually I understood it pretty clear the first time...the AUX ports are open on the first graph and closed on the second comparison graph, E mixed up AUX and SSV, nothing was mentioned about whether the SSV was open on both graphs but they obviously look like they are, I just wanted clarification. Right, the AUX port actuator won't work with the dp in the way, which is fine for my setup and I'm sure Jamaal will leave his open too with this setup... 
Needless to say, I'm pretty pleased with the results.
01-12-2011, 02:59 AM
#104
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We have some decent film but the car still needs to be cleaned up a tad before delivery. We did have time to make a quickie though...
http://www.youtube.com/watch?v=dk-KNwf3L30
Dave I'm curious to see how your car performs due to the slightly smaller compressor. No doubt fuel might run out. We are doing some digging on a promising solution though.
Congrats Jamaal, it's not a slouch anymore....
http://www.youtube.com/watch?v=dk-KNwf3L30
Dave I'm curious to see how your car performs due to the slightly smaller compressor. No doubt fuel might run out. We are doing some digging on a promising solution though.
Congrats Jamaal, it's not a slouch anymore....
01-12-2011, 03:58 AM
#106
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We have some decent film but the car still needs to be cleaned up a tad before delivery. We did have time to make a quickie though...
Dave I'm curious to see how your car performs due to the slightly smaller compressor. No doubt fuel might run out. We are doing some digging on a promising solution though.
Congrats Jamaal, it's not a slouch anymore....
Dave I'm curious to see how your car performs due to the slightly smaller compressor. No doubt fuel might run out. We are doing some digging on a promising solution though.
Congrats Jamaal, it's not a slouch anymore....
Last edited by Jamaalsmith; 01-12-2011 at 09:49 PM.
01-12-2011, 07:57 AM
#107
Incorrect.
The SSV is operating in its normal manner (opening along with the secondaries around 3800 RPM).
In the 360 HP run the APV is held closed. In the 430 HP run the APV is held open.
In the future, when Turblown designs the next generation kit, we are hoping to have a functioning APV, allowing the best of both worlds.
In all runs, the VDI is kept closed. The VDI only causes a drop in power in FI applications.
Nope. This is right where I figured the end of the road would be (450 - 500 g/sec). It is definitely nice to see that good manifold design and a large turbine can get us there.
More torque is ALWAYS better (except to sell performance parts). The car with the greater total area under the torque curve will win everywhere.
On the track and street, the 430 HP tune would be a dog (comparatively).
Are we both looking at the same torque graph?
The SSV is operating in its normal manner (opening along with the secondaries around 3800 RPM).
In the 360 HP run the APV is held closed. In the 430 HP run the APV is held open.
In the future, when Turblown designs the next generation kit, we are hoping to have a functioning APV, allowing the best of both worlds.
In all runs, the VDI is kept closed. The VDI only causes a drop in power in FI applications.
On the track and street, the 430 HP tune would be a dog (comparatively).
Are we both looking at the same torque graph?
Last edited by MazdaManiac; 01-12-2011 at 08:13 AM.
01-12-2011, 08:48 AM
#108
agree with Jeff for many reasons on the dyno graph reasons. Thats been my goal the entire while. I may have to try and keep my apvs shut also.
And this is on a 10:1 cr engine---right?
Damn! Fine job dudes, fine job.
Now if the engine can last for 30-40K miles---then WE HAVE A WINNER!
Sweet.
OD
And this is on a 10:1 cr engine---right?
Damn! Fine job dudes, fine job.
Now if the engine can last for 30-40K miles---then WE HAVE A WINNER!
Sweet.
OD
01-12-2011, 09:10 AM
#109
Original Turbo 'd Auto !!
Congrats for sure! just don't foget that premix.
BTW what ratio is currently being used for "Jamaals Monster 8" ?
01-12-2011, 09:29 AM
#111
30-40k = lol unless you dont ever go into boost
that power level was achieved several years ago by Diasio using a GT35R in a prototype kit/race car chassis, but the engine won't last long (in street mileage terms) running at it. You have to consider it a race engine that is replaced on a regular basis.
that power level was achieved several years ago by Diasio using a GT35R in a prototype kit/race car chassis, but the engine won't last long (in street mileage terms) running at it. You have to consider it a race engine that is replaced on a regular basis.
01-12-2011, 10:31 AM
#112
A light that burns twice as bright, last half as long...
So now that your finished with the tune does the tubular Manifold make the difference with the setup vs the Log manifold, or is the turbo selection the difference? or does water injection allow for a more aggressive tune?
it took esmeril 16psi to get 416 @7k
it only took 10psi for turboblowns kit to hit 426@8k
how much boost are they running to get 360hp
and is the water injection there for safety or did you tune for it?
it took esmeril 16psi to get 416 @7k
it only took 10psi for turboblowns kit to hit 426@8k
how much boost are they running to get 360hp
and is the water injection there for safety or did you tune for it?
01-12-2011, 10:52 AM
#113
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30-40k = lol unless you dont ever go into boost
that power level was achieved several years ago by Diasio using a GT35R in a prototype kit/race car chassis, but the engine won't last long (in street mileage terms) running at it. You have to consider it a race engine that is replaced on a regular basis.
that power level was achieved several years ago by Diasio using a GT35R in a prototype kit/race car chassis, but the engine won't last long (in street mileage terms) running at it. You have to consider it a race engine that is replaced on a regular basis.
01-12-2011, 11:10 AM
#114
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Incorrect.
The SSV is operating in its normal manner (opening along with the secondaries around 3800 RPM).
In the 360 HP run the APV is held closed. In the 430 HP run the APV is held open.
In the future, when Turblown designs the next generation kit, we are hoping to have a functioning APV, allowing the best of both worlds.
In all runs, the VDI is kept closed. The VDI only causes a drop in power in FI applications.
Nope. This is right where I figured the end of the road would be (450 - 500 g/sec). It is definitely nice to see that good manifold design and a large turbine can get us there.
More torque is ALWAYS better (except to sell performance parts). The car with the greater total area under the torque curve will win everywhere.
On the track and street, the 430 HP tune would be a dog (comparatively)
The SSV is operating in its normal manner (opening along with the secondaries around 3800 RPM).
In the 360 HP run the APV is held closed. In the 430 HP run the APV is held open.
In the future, when Turblown designs the next generation kit, we are hoping to have a functioning APV, allowing the best of both worlds.
In all runs, the VDI is kept closed. The VDI only causes a drop in power in FI applications.
Nope. This is right where I figured the end of the road would be (450 - 500 g/sec). It is definitely nice to see that good manifold design and a large turbine can get us there.
More torque is ALWAYS better (except to sell performance parts). The car with the greater total area under the torque curve will win everywhere.
On the track and street, the 430 HP tune would be a dog (comparatively)
I am not disagreeing w/ you about power under the curve. I guess its a difference of where we shift. On the track I am never below 5K and shifting at 8500-9 therefore the 430 graph is more useable IMO. On the 360 graph there is no reason to rev the car above 7500. Its the same way on my speed6, its pointless after 5K. Might as well be a 4 port if you are going to shift at 7500.
01-12-2011, 12:10 PM
#116
This is a gratuitous and baseless assertion.
Who said we were finished?
Yes.
No.
12 PSI. As is usual for this place, flow and pressure are being interchanged without and understanding of the difference.
I think this example at the dyno is wonderfully illustrative of the reason why you cannot ever interchange the two.
The former.
Yes. I use load-based dynos.
The Turblown setup was tuned on both Dynopack and DynoDynamics systems.
Enjoy your higher engine temperatures.
Who said we were finished?
No.
I think this example at the dyno is wonderfully illustrative of the reason why you cannot ever interchange the two.
The former.
The Turblown setup was tuned on both Dynopack and DynoDynamics systems.
Enjoy your higher engine temperatures.
01-12-2011, 01:25 PM
#122
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I cancelled the dyno time. We had a boost a pump on the car not working, just fixed it.. Figured why not see what adequate fuel pressure would do.. We will just do it on the next car
