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supernova_6969

Compare your Dyno sheets HERE

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Ok. So we're all in agreement. Back to dybo results! Thanks for helping and clarifying things, btw.

That said its interesting to see that the stock engine with its stock turbo can make good power on a very fat torque curve EVEN THOUGH it's indersized.... I'm curious what a similar sized moden turbo could do (more efficient, different blade design)..

Edited by supernova_6969

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Blackbell, make certain you post your results here. ESPECIALLY if all you do is change the turbo and retune it.

Knowing everything else is the same, it would be a really awesome opportunity to see the difference made by the turbo alone, both in top trq/power but also to see the difference in curves, to see where the power comes on....

Edited by supernova_6969

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Here is a race motor I built a few years ago. Unfortunately it had a crack somewhere in the block that when the coolant temperature exceeded around 180F, caused the radiator to overflow, eventually pumping all of the coolant out of the system. 

 

Here are the specs:

- F54 block 1mm overbore

- Bob Sharp prepped E31 head, shaved, 37cc chambers, too many mods to list

- Custom Isky cam

- Cosworth pistons, 12cc dome

- Carrillo 133mm rods

- 13.5:1 CR

- Fully balanced

- Mikuni 44mm phh taper bored to 50mm 

 

Dyno was a Superflow engine dyno.

 

http://i160.photobucket.com/albums/t177/psanders240/clubcar/th_VIDEO0004.mp4

post-274-0-23437900-1457639418_thumb.jpg

post-274-0-58640500-1457639432_thumb.jpg

post-274-0-23996800-1457639639_thumb.jpg

Edited by z-ya

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These are some old dyno sheets of a 3 liter stroker turbo motor .

 

SDS EMS                                                                             AEM EMS

420cc 036 injectors                                                              72lb Siemens Deka Injectors + 2 160lb injectors in the                                                                                                                               intake track using 

230 whp wet shot of N20                                                      methanol as 30% of the total fuel under boost.

Stock Toyota CT26 turbo                                                      T67 Precision turbo  .81 exhaust with a P-trim

 

N42 Head mildly ported                                                         Professionally ported N42 head

WEB custom ground turbo cam                                             Non EGR N42 intake cut, ported, welded.

JE 88mm pistons                                                                    BRC 88.5mm forged pistons.

Cunningham 133mm rods

VO7 Diesel Crank                                                                        

N42 Block race prepped.                                                                   dyno_T67.jpg

lastscan_dyno_535.jpg

Edited by 510six

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Hi.
Loooking at the chart, that engine is a beast! Must feel like a rocket from 2500rpm onwards!

Im not certain i understand your post completely, though..
Are you talking about engines, or one engine with two different confoguration (n42 mild port vs n42 pro port, one or the ither turbo...).
Sorry if im being dense....
Thanks for posting thought. And i appreciate the amount of details...

 

 

 

****EDIT: oh crap. I was looking at it on my phone originally.  It made VERY little sense.  just looked at it on a computer and it makes all the sense in the world.  thanks for the additional data though!!  

Edited by supernova_6969

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Actually, I should have been clearer , same bottom end one with a small turbo and a large shot of nitrous using 110 oct. race gas( with the N20) and a mildly ported head and intake . On the nitrous it was a low 11 high 10 second car.

 

The second with a well ported N42 head and intake with large exhaust valves  and a T67 turbo with 17 pounds of boost and a better exhaust  the boost came on VERY hard at about 3800 rpm. 91oct with methanol as 30% of the total fuel.. Using sequential injection via the AEM the car delivered 31mpg with a 6 speed transmission provided you stayed out of boost ......

 

My current project is a all stock parts N42 with a upgraded Toyota CT26 (57 trim) with a stock T5 transmission. The plan is to use the stock wiring harness with an AEM series 1 EMS using an adapter harness . I would like to have  Flex Fuel capabilities with 91 oct or E85 and I am looking for a conservative 300rwh. 

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Datsun 240z -73

180 hp/235nm to the wheels.

Have not done a proper tuning but it runs great.

Should be some more power to be had with a good tune.

L28 N42 block and late E88 head

Bored +1mm (0.40 over)

Itm flattop Pistons with Hastings rings.

Head has bigger valves and steel seats like the N42 head and has been shaved to get the chambers to 44cc but no porting has been done.

Msa stage 3 cam kit

Harada shokai intake

Triple Fajs 45s (weber copy's)

Msa 6-1 header and 2 1/2" system

Zx dizzy and Msd 6025 box

Cr should be at 10 and runs pump fuel (95 or 98 oct here)

R200 3:9 and zx 5 speed boxpost-32020-0-41456500-1472897339_thumb.jpeg

trim.066159A4-EB21-464F-B1C5-7E2B41CAF212.MOV

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Ok....

 

Here is my motor prior to May.

 

The setup

 

1975 N42/N42 bone stock

Megasquirt 3Pro for the brains

LS1 coils for coil on plug

Custom Intake from the group buy (Would be great for a turbo build but is just meh for NA as the runners ended up being too short, though it flowed well)

44LB RC Injectors (will be playing with E85 next year).

83 optical cam sensor for cam trigger so I could run full sequential injection and spark

MSA 6-1 header with 2.5 inch exhaust

 

With this Setup we were at 158hp...

 

The Bad

 

Just before Solo Nationals we put it back on the Dyno to try and figure out why it felt so down on power.  only 112hp...  we got it up to 141hp and called it good enough to race...

 

#4 cylinder is down to 110psi where the rest of the cylinders are at 160~170.  Put a little oil in the number 4 cylinder and compression was 210psi so it is the rings.

 

75n42n42.jpg

 

 

I am trying to understand this. What gives you so much power for something that is so stock?

 

Just the header and intake? Does the MS give you anything? What did you do to go from 112 to 140?

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I am trying to understand this. What gives you so much power for something that is so stock?

 

Just the header and intake? Does the MS give you anything? What did you do to go from 112 to 140?

Not sure that 158 hp was a lot. The MS3Pro was just the engine management. I did go to fuel injected and sequential injection/ignition with the MS3Pro and I would like to think that this would have some gains over a regular carb setup but I never dynoed the motor with any other setup. The intake may have helped a bit and I know the exhaust was less restrictive soooo...

 

So to get the little bit of HP back we just kept giving it more timing and backed some out when we heard it start to detonate. At this point the motor was headed to rebuild so it only needed to last for another 30 minutes of running but I was not too concerned about blowing it up... (it made it through nationals and is now rebuilt and feels stronger than before, a dyno session is coming up and also E85 during the same session I hope)

 

I will post up another dyno chart in a month or so after I get down to VA beach for some more tuning..

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Not sure that 158 hp was a lot. The MS3Pro was just the engine management. I did go to fuel injected and sequential injection/ignition with the MS3Pro and I would like to think that this would have some gains over a regular carb setup but I never dynoed the motor with any other setup. The intake may have helped a bit and I know the exhaust was less restrictive soooo...

 

So to get the little bit of HP back we just kept giving it more timing and backed some out when we heard it start to detonate. At this point the motor was headed to rebuild so it only needed to last for another 30 minutes of running but I was not too concerned about blowing it up... (it made it through nationals and is now rebuilt and feels stronger than before, a dyno session is coming up and also E85 during the same session I hope)

 

I will post up another dyno chart in a month or so after I get down to VA beach for some more tuning..

 

Not sure that 158 hp was a lot. The MS3Pro was just the engine management. I did go to fuel injected and sequential injection/ignition with the MS3Pro and I would like to think that this would have some gains over a regular carb setup but I never dynoed the motor with any other setup. The intake may have helped a bit and I know the exhaust was less restrictive soooo...

 

So to get the little bit of HP back we just kept giving it more timing and backed some out when we heard it start to detonate. At this point the motor was headed to rebuild so it only needed to last for another 30 minutes of running but I was not too concerned about blowing it up... (it made it through nationals and is now rebuilt and feels stronger than before, a dyno session is coming up and also E85 during the same session I hope)

 

I will post up another dyno chart in a month or so after I get down to VA beach for some more tuning..

 

Got it! 

Thanks

 

Remeber what timing you ended up with? I am also doing a MS soon.

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hey guys.

 

A new buddy of mine, David from the MsExtra forum (turbo conversion) shared this dyno sheet with me..  here are his basic stats:

 

1- 1976 Datsun 280Z L28ET 

2- modified 2.8 turbo

3- 285 HP @ 5000rpm @ 17psi 

4- 308 pd/ft @ 4000rpm @ 17psi (with a nice long flatline around 290 before that)

5- Megasquirt, modified 2.8, with Garrett GT35R T3-T04E stage3 50 trim 63 A/R housing (18 lbs. boost), custom grind cam 2000-6000 rpm,  440cc injectors,  intercooler, 3" exhaust turbo back, LC-1 o2 sensor, Hallman manual boost controller, EDIS 6 ignition batch fire, 60mm throttle body.

7- has a r200 and spins wheels in first and second.  seems like a sick machine. 

 

 

feel free to comment or question, he's curious as to what people will say.  

 

post-49697-0-72456800-1475891572_thumb.jpg

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Just got back from a frustrating dyno session - just seems like it's been one dumb thing after another for the past couple of weeks - pretty much right after I scheduled the dyno session...First I had the dreaded coolant leak under the dash. Had to order replacement hoses and wait - just got it all back together last night and it still leaked, looks like probably the valve was leaking too. So I just pulled the heater hoses and capped the block outlets for now.

Got to the dyno this morning and my laptop wouldn't connect to the engine controller - spent ~20 minutes trying to debug, finally reinstalled the serial port drivers and restarted and it worked. During the second and third pulls, the serial port started flaking out again, and apparently caused the controller to stutter. Had to shut everything down and reboot, and then that problem went away. Fouth pull was then very strong and we attempted some fine tuning, but during the fifth pull it appeared that the boost controller thought I was overboosting and cut boost.

 

Oh, and a small fireball around the intake gasket. :o .

 

So at this point it appeared that possibly the intake/exhaust manifold gasket was suspect - it ran fine but I didn't want to push any farther today.

So, a lot of f-ing around and two good pulls...

 

So here it is...

 

694hp/ 633lb-ft torque at the wheels on a Dynojet 248C...

 

 

dyno111816

 

 

The main new things on the car were:

  • GT4294R with a Mamba billet extended tip compressor wheel
  • a new proper Weldon 2025A pump
  • Three holley hydramat pickups plumbed in parallel
  • MOAR BOOST!!! 35PSI on E85
My son took some videos, I'll try to get a link up on youtube shortly...

 

Despite all the hassles, I'm pretty happy with the results!

Edited by TimZ

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What motor Tim?

L-Series with a diesel crank, Cunningham Rods and Diamond Forged pistons, 7.5cr, 3.0L  

 

Block fitted with BMW under piston oil squirters

 

N42 head - still has an open chamber, but the piston dish provides a quench area

 

Dart ceramic coatings on pistons, combustion chambers and exhaust ports

 

Isky cam (Ron picked one out for me ;)  )

 

SFP exhaust manifold (the one everybody hates), modded with slip joints to end the warping/cracking issues

 

TWM 45mm ITBs on a Mikuni manifold, modified for two injectors per cylinder 32lb/hr primary. 160lb/hr secondary

 

Custom plenum with HKS blow-off valve

 

Long, long list of mods to this car - hard to remember them all!  Here's a couple of pics...

 

 

IMAG0663

BMW Oil squirter

Engine 002

12inj 6

SFP manifold (the one everybody hates)

n42chamber3

Piston1

block1

 
And here's a video:
[sharedmedia=videos:videos:295]

 

Edited by TimZ

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that is stunning, tim.  sorry to hear about the trouble at the dyno. sems like any regular old day at my house, but it sucks for a proper dyno day.. 

 

what a beast though, honnestly.

 

quick question.  since the CR is so low, how does she feel under 3000 rpm?  I know, when you're racing or even driving, it's rarely there, but i'm curious...   seems like  you have quite a lot of torque (around 200ftp starting off at 25000rpm), but not that much hp.. 

 

in the end though the real answer is not in the numbers, it's in driving it.  so, while there is NO question your car pulls like a train above 4000, how is she down low?

 

s

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