post a dyno chart please. i would like to see you power curve now... im tired and im confused as to what all of this means

 

It is generally accepted around here that mass air flow has a corelation to hp . IE the more MAF you have the more hp you are making . It has been said the MAF figure roughly equates to flywheel hp .

Sorry I don't have a dyno with this exact setup . I can tell you that in 2nd gear my tyres are on the verge of losing traction from 3500 rpm right through to 7500rpm after which the power does taper off a little . I have had to turn down the boost in a few spots to prevent wheelspin.

Using the blocking plate will limit your peak power(if you are pushing things to the limit) a little but the gains from 6200 to 7500 far outweigh this .

 

Way to take the easy way out.... LOL

Airflow is power; unless your ignition is fubar-ed / way overrich tune.

The issue like I said before is to determine when the long narrow runners become a restriction; and then open your APV, SSV or VDI accordingly.

 

I played around with the APV closed this weekend.
I saw a serious drop in mass airflow - around 40 g/sec or so.
Of course, I'm moving over 400 g/sec through there normally, so YMMV.
I am opening them a little later - 6500 RPM - but I am still testing.
The VDI is held closed at all times.

Brett - you should take your runs all the way out to at least 8700 RPM.
I held mine around the rev limit for quite a while over the weekend. There is still some power from 8900 - 9200, but not as useful as at ~ 8500 or so.

 

/\ did that this afternoon on the way back from the beach .

More interesting findings
Boost at turbo at 7500 was up around 12.5 psi while remaining at 9.5 in the uim . Decided that was a little risky for my couplings so dialed it back to about 11
MAF above 7500 stays fairly steady at around 280 g/s - can feel a definate dropoff in power above 8000 but i'm ok with that as i'm normally shifting below that anyway

This is about getting the best from the Greddy - i know there is more power above 7500 but the greddy has to go so far outside its curve to get it I don't think it is the right way to go ,,,

 

Was that with the APV closed all the time?

Seems like you might have found the restriction point? Unless you IAT's are super high pre-intercooler.

 

Ok here is a run I did (2nd 3rd & 4th) where I revved it right out to 8400 in 3rd . Note the dropoff in maf after about 7600 rpm (bit more than I mentioned above). This is not a concern for me because my normal shifting is at this point . I only did this run to see what was happening . Couple of things i note from this

* dropoff in 2nd gear is due to wheelspin
*note how flat the maf line stays in 4th gear - reaching 293g/s by 6700rpm

 

yes seems to be around 7000 - MM's opening at around 6500 seems pretty spot on to coincide with that ...

My IATs went up 2deg c from the start of the run through to wrung out in 4th gear ...

also worth noting is that i was very rich above 7500 - have noticed MAF does change whith air fuel ratio changes so I'm picking i could get most of that dropoff above 8000 back to around 280g/s with more tuning .

 

wow,

this is good reading..


beers

 

Thought it would be worth posting this dyno from the recent socal dyno day . these are greddy turbos - guess which one has the blocking plate in .........

 

what boost levels? cause I made more power than all of them without the blocking plate.

 

6-7 psi as I understand but can't be 100 % on that .

 

The idea of the blocking plate is not so much about getting the highest peak power . It does give you a broader powerband and gets intake temps down by being closer to the turbo efficiency island . You also don't get the lean spike with the aux. port opening .
well worth doing in my opinion

 

the correct answer is to not use the greddy turbo. the blocking plate is a bandaid solution at best, but I consider it a horrible hack.

 

Fair enough . But plenty of people will be happy with the power levels the Greddy provides .
If only the turbo could last a reasonable time.

My car is somewhere in the 280-290 hp range (possibly more) and i certainly could not want for more - but that is just me .....

 

i agree. It is not about peak power--its about the curve and this is some interesting stuff. you are hitting 250hp before 7K. I like that.
OD

 

/\ i'm pretty sure i'm hitting around 280hp by 6800 rpm . Really need to dyno it again .

 

out of curiousity,what were to happen if u kept the blocking plate on and used the gt3071r..? lol

 

at 9 psi and without the boost controller configured yet, i was making almost 250 whp at 5,000 rpm on the 3071r. So...

https://www.rx8club.com/attachment.p...1&d=1202600071

 

It would not be pretty

 

pretty much what i'm seeing with the upgraded Greddy .......

 

oooookay. If you think they're anywhere near comparable, I've got a handful of journal bearings to sell you.

 

up to about 7000 the 3071 will still have an edge at the boost levels we are talking - but not so much as you seem to be implying .
At higher boost and over 7000 it is obviously far superior .

 

Not a valid question.

You should be asking:

Which was at 10 PSI and which was at 7.

 

konig has no block off plate with a lower boost level but still managed to to have a higher peak whp however apocolypse31's car was a able to net a higher boost level **no boost controller** with a block off plate installed with a lower peak whp but obviously much better powerband