FI Air Flow: Compare & Discuss
03-31-2009, 12:17 PM
#1
ReDuX
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FI Air Flow: Compare & Discuss
Well this is by no means to be taken as "Hard" or "exact" data. As there are to many variables @ play.
I just want to spark a discussion here, for data comparison that can give us "ballpark" figures and maybe even help diagnose problems
So on with it.
I would like for every1 to post up the following from there FI setup:
Mine
G/sec: 322.91
PSI: 12.2
Ambient temp: 54F
lbs/min: 42.59
Turbo: Garret T4 60-1
Did a wot run & @ 12.2 psi I'm seeing around 322.91 g/sec. (Ambient temp was 53F) Which if my math is right converts to about 42.59 lbs/min.
What are you all seeing?
Just to help
1 gram = 0.00220462262 lbs
Then take that number & * by 60
I just want to spark a discussion here, for data comparison that can give us "ballpark" figures and maybe even help diagnose problems
So on with it.
I would like for every1 to post up the following from there FI setup:
Mine
G/sec: 322.91
PSI: 12.2
Ambient temp: 54F
lbs/min: 42.59
Turbo: Garret T4 60-1
Did a wot run & @ 12.2 psi I'm seeing around 322.91 g/sec. (Ambient temp was 53F) Which if my math is right converts to about 42.59 lbs/min.
What are you all seeing?
Just to help
1 gram = 0.00220462262 lbs
Then take that number & * by 60
Last edited by Derex'8; 03-31-2009 at 12:22 PM.
03-31-2009, 03:01 PM
#2
^ what does your car dyno? I have heard that a rotary is something like 7.5-8.0whp per lb/min , while a piston engine is closer to 10whp per lb/min. So that would put you in the 320-340whp range by that rule.
Last edited by arghx7; 03-31-2009 at 03:08 PM.
03-31-2009, 03:34 PM
#4
hypothetically, if a motor were to injest 42.59 lb/min @ 12.2psi, as Derex'8 did, you would be somewhere in the 68% efficiency range of the GT3071.
12.2psi boost:
12.2/14.5 = ~.84 bar above atmosphere, so the pressure ratio is around 1.84, which I approximated the best I could here.
03-31-2009, 06:57 PM
#5
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Well I know what my next purchase will be, a Ball Bearing 60-1 CHRA for my turbo. Damn Jeff that is some very impressive #'s you have there. That GT3076rWG is no joke.
What was your actual post compressor temps?
Mine was steady @ 97*F
What was your actual post compressor temps?
Mine was steady @ 97*F
03-31-2009, 07:10 PM
#7
Maf calibration has a huge impact on this so if that is not spot on your number is just a number .
Also you need to measure boost at the turbo - not the UIM to see where you are on the chart ....
I was on stock calibration when I saw 330 g/s but i think in reality I'm around 305-310 g/s
33o g/s (because thats what i saw & it sounds better )
8 psi boost at UIM (12.5 psi at turbo) in 6800-8000rpm range
16 deg Celcius
Greddy / cold side upgrade
Also you need to measure boost at the turbo - not the UIM to see where you are on the chart ....
I was on stock calibration when I saw 330 g/s but i think in reality I'm around 305-310 g/s
33o g/s (because thats what i saw & it sounds better )
8 psi boost at UIM (12.5 psi at turbo) in 6800-8000rpm range
16 deg Celcius
Greddy / cold side upgrade
Last edited by Brettus; 03-31-2009 at 07:16 PM.
03-31-2009, 07:28 PM
#8
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Yeah because something is definately up with mine after seeing you all's #s. I'm starting to wonder if the turbo I have is truly a 60-1 as I had bought it second hand remanufactured.
The comp housing says .60
I thought 60-1 came in a .68 or .70 comp housing
What all do I need to measure to confirm if my turbo is a 60-1.
I do know my maf cal is way off @ the moment. Fuel trims are pegged @ 25% @ idle.
The comp housing says .60
I thought 60-1 came in a .68 or .70 comp housing
What all do I need to measure to confirm if my turbo is a 60-1.
I do know my maf cal is way off @ the moment. Fuel trims are pegged @ 25% @ idle.
03-31-2009, 08:14 PM
#10
GT3071R
380g/s is what I usually see at 9psi around 7500rpm
So 50.3 lbs/min of air.
High boost run:
11.8psi
405 g/s
53.6 lbs/min
Felt like the car was skipping across the ground!
There is also a great conversion website located HERE that converts all kinds of flow measurements. Great for helping to figure out injector sizing, I found.
380g/s is what I usually see at 9psi around 7500rpm
So 50.3 lbs/min of air.
High boost run:
11.8psi
405 g/s
53.6 lbs/min
Felt like the car was skipping across the ground!
There is also a great conversion website located HERE that converts all kinds of flow measurements. Great for helping to figure out injector sizing, I found.
04-01-2009, 09:08 AM
#11
Yeah because something is definately up with mine after seeing you all's #s. I'm starting to wonder if the turbo I have is truly a 60-1 as I had bought it second hand remanufactured.
The comp housing says .60
I thought 60-1 came in a .68 or .70 comp housing
What all do I need to measure to confirm if my turbo is a 60-1.
I do know my maf cal is way off @ the moment. Fuel trims are pegged @ 25% @ idle.
The comp housing says .60
I thought 60-1 came in a .68 or .70 comp housing
What all do I need to measure to confirm if my turbo is a 60-1.
I do know my maf cal is way off @ the moment. Fuel trims are pegged @ 25% @ idle.
Last edited by arghx7; 04-01-2009 at 09:12 AM.
04-01-2009, 05:46 PM
#13
04-03-2009, 06:23 PM
#19
I'm not sure what thread you are referring to, but if it's the coils one I meant I have my boost set to 10 psi and can run to redline without any misfires with oem coils, not that my boost stays solid all the way to redline
but yes my wastgate is ported and my boost controller can mess with the spring setting
and Dave might be onto something here....turbo handcrafted by God...yes.......that's it. end of story. no more comments. thank you.
06-29-2009, 11:35 PM
#25
nice bump . I forgot about this thread .
FWIW I tried to get maf figures at the same time as i dynoed last . Unfortunately I discovered that when you hit the rev limiter (like when you dyno) it messes up the dudelogger and I didn't get the readings I wanted .
However later logs I did very strongly support the theory that peak wheel hp and peak maf numbers are very closely related .
Of course this only applies if your maf is properly calibrated IE target vs actual lambda is equal and LTFT = 0
JCAB - when are you off to the dyno ?
FWIW I tried to get maf figures at the same time as i dynoed last . Unfortunately I discovered that when you hit the rev limiter (like when you dyno) it messes up the dudelogger and I didn't get the readings I wanted .
However later logs I did very strongly support the theory that peak wheel hp and peak maf numbers are very closely related .
Of course this only applies if your maf is properly calibrated IE target vs actual lambda is equal and LTFT = 0
JCAB - when are you off to the dyno ?