Horsepower vs Boost Pressure comparison for Greddy based turbos
 

Thought this might be interesting to Greddy / Greddy upgrade owners to see what sort of power they can expect to make at various boost levels .
These dynos were all of the same car on the same dyno with more or less the same turbo setup .
Note that boost is not constant for any of the runs so this needs to be looked at in conjunction with the whp result .


Attachment 256878

can you point out what power was made with a modded turbo instead of the stock CHRA?

The CHRA should not make any difference .
If you are refering to the BNR upgrade there are a few dynos around and from what I've seen there isn't any difference in hp vs boost as compared to above .

wow good thread Brett. Like this.
OD

Its fascinating that once it gets the power curve pushed up early it makes more power with nearly the same boost later on.

That is how you know the snail is about out of steam.

and/ or the flow restrictions of the engine start showing its little ugly head.
Kane --you doing ok Dude?--heat index 110F in Ga today!

*sigh*

"Sigh"??
Uhhh Paul did I come across wrong about flow restrictions?
I only am talking theory---nothing specific.

The GReddy gets you nowhere near the "flow restrictions" of the motor.

And, clearly, there are other things going on in the car's utilized in this graph since identical pressure at higher RPM is yielding more power in one case, indicating greater flow, which can be attributed to many possible factors not elucidated here.

Was wondering if anyone would notice that .
And while i'm not positive I have a nice theory (that might rock a few boats) as to why that was .....

Aux ports closed vs open ?

nope but good guess ... heh

I can tell you that afrs were pretty much identical for all 4 runs but there were some small revisions to the timing . Certainly not enough to make that much difference though .

Well, rock away!

hmm...7250 up .....is it the VDI?

anyone remember this ?


Attachment 256786

ooooo yah! It made the higher power after that came out? hmmmmm

well it was still in there at the time of the dyno - just not doing what it was supposed to do .

It's a bit of a stretch but it is the only physical difference in the engine I can think of between the two dynos .

haha were's the story behind this?..... Oh and PM recieved Brettus... Thanks for clarifying (Just recieved turbo today!!!)

Combine your variable vane engine with a variable turbo and you have a killer setup! :D:

Its too bad there isnt much room to port there.

I think a redesigned insert could make a difference .
I don't think the divider needs to be nearly as long as it is to do the job . Combine that with some nice radiused corners and voila ...... double the port capacity .

At least it wasn't a clam in the turbo... (In reference to the Tajabaho turbo build)

Thanks! and also EDIT:

about WBO2 sensors

Ok I'm in a random ideas kinda mood...so please bear with me. This is kind of a cross discussion of this thread and the one about your melted housing.

Do the exhaust ports on the center and outer housings share the same shape where the rotor passes them? Or are they smaller for the center housing and the shared ports?

What would happen if I were to make a manifold where the center port was deidicated to the wastege? It would eliminate flow through those ports alltogether until the wastegate cracks. Would it then be subjected to less pressure/resistance under higher boost? Or would forcing all the bleeding of pressure through the center actually create more heat and/or boost creep?