Quote:
Originally Posted by charliex
good work phil, but why are you only getting 225/148 with a base katana at 10PSI and no cat ? Am i missing something obvious.
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CX- I don't think you're missing anything, that's just what she laid down... Both Darksol and I had similar figures with our 10psi pulleys on the same dyno- same day. AFRs were fine at the time- that was before we all discovered the longterm big no-no pulley swap issue... At anyrate, Dark's car always had about 5 ponies more than mine since he had better headers and TB, etc... Last we checked (dyno'd) his car, he still had about the same power with the 3.4 pulley as well... The second chart showing about 241hp was still with the 10psi pulley, but I pulled the stops out and made that power by tuning for the "CA" intake (read, KN filter on the end of a tube) and adding some timing on the lower half of the pull... Based on that observation, the stock intake is a bottleneck- it just has to be tuned for if changed. Not sure if the Cup intake will fix that with tuning or not (simply meaning, not sure if the Cup intake flows enough add'l air over stock)... Different discussion for a different thread though...
Quote:
Originally Posted by robains
Well, 500 hp from it? What's the realistic max before it becomes inefficient?
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I don't think so... Well maybe. I know it's got the air for 400whp with an IC and built engine and still be within it's efficient window- But I'd be surprised if 450 or 500 is...
I've maxed the 440s out doing the 175wtq. I should have 550s sitting on the step when I get home tonight. My plan is to go ahead and pulley down to raise the boost to 12-14psi. If the charge temps stay within reason, then I should be at or close to 300whp and 200wtq. That will probably be it for me until an IC comes into play- if ever... Charge temps will be the deciding factor here. I'll add boost until they get funky and call it good.
The engine is a stock OEM Toyota short block with the 9:1 Mahle drop ins, so I built it for higher boost. The 10psi exercise that I posted here was to see what the blower could do for the high compression motors, as we know 10psi at reasonable charge temps is "runnable" on 91 gas and high compression. In all good theory, the higher comp motors (stock) should push the same if not a bit more HP than I did, as you certainly don't need 9:1 to run 10psi boost (as I've demonstrated with my old M62 setup). Again, I ran the same timing with this TVS 10psi as I did with the M62 at 10psi. THe M62 was bolted up to my stock compression engine. That means that I could have ran more timing with the TVS due to the lower compression and lower charge temps...
In otherwords, in *general*, assuming the same fuel, timing advance is a function of cylinder pressure and RPM. I had less cylinder pressure with the colder air and lower static compression, so I should have been running more timing to get peak power... Only concern at this point is if the 440 injectors have enough juice to get more power... It's questionable as the 440s are -just- big enough... Two more high compression cars are getting the TVS soon and they will be good reference points as well...
Best,
Phil