the 20g run was at 24-25psi and the T3/TO4s was at 29-30 psi. the 20g was on Topspeeds dyno and the T3/TO4s was done on BatlGrounds dyno.
Those are some nice numbers Mike....I wish my wagon was getting those numbers. I would be very happy with those. Mark
Ignore the numbers, take it to the track and get some trap speeds, those are the only thing thats really important. Matt Tell the vette and the viper I ran away from this weekend that I only make 400hp and they get pissed.
I'll have some trap speeds on March 4th. The car feels way faster than it did with the 20g. I just didn't expect there to be that much of a difference between dynojets.
any guess on power difference between dynos at 400hp level? I say 10-15hp Maybe you can do a dyno pull at Topspeed for a better comparison ...
I would rather not comment on Topspeeds dyno as that conversation can only go bad places, but I suspect that SOGs dyno reads about 20hp higher at 400 than Batlgrounds, were going to redyno Jeremys z06 next week and that should pretty much end the debate. Matt
Good call matt, every dyno is definitely different,... too many variables. What counts is either trap speeds like you've said or stay on the same dyno and see what the gains are on it.
The true source of my depression is not as related to the dyno as much as it is a physical limitation of my set up. I was hoping against hope to get more top end power with a big turbo but it looks like the stock wrx heads are really holding it back. Here is a plot of a Deabolt worked over vf22 a 20g and a t3/tfo4s. The sadness comes from the fact that they all end at the same point. Where as most dyno plots with a big turbo show power holding steady or rising all the way to redline. Looks like Cosworth is about to get my next paycheck.
yeah but mike's problem is the hp dropping off towards redline oh...and if cosworth does infact get your next check...:bowdown: I dont see you having a limiting factor of your heads anymore after that...
its definitely not matching his torque... but on a different dyno, the entire torque curve would be shifted up, hence linearly shifting the entire HP curve throughout the RPM band
I did a lot of research on heads before we built Jeremys car, I'm not totally convinced that Cosworth is the way to go. Honestly V8 or V7 bigports with big cams flow more than cosworths with their big cams. You should be able to pick up V8 heads, new cams, Ferrea 1mm oversize valves, Ferrea Valve Springs and Retainers, and you can have them all assembled for less than Cosworths. Matt
Bring it by... I will through it on the dyno and make two pulls for free. Dynojets have always run within 5-8hp of each other, doesn't matter if I am in Virginia, California, Illinois, etc... a dynojet dyno always reads the same from dyno to dyno. They aren't a load bearing dyno and there isn't anything to manipulate to make it read higher. Bring your thumb drive and I will give you the run file so you can compare and post.
That was a very nice offer Doug. Mike go do it. Yeah I'm debating on big turbo for my setup. Once you start doing headwork the $ climbs a good bit.
From today, 421hp 438tq. Seems that Dynojet has there stuff on lock. Like I said earlier never have I tuned on a dynojet dyno that didn't read within 5-10 hp of another one.
First pass I left the boost alone and it was 380 ish. which was at 1.7 bar. On the fourth pass which is the one Doug posted, I ran exactly the same boost as I did at the dyno day. It was right at 2.0 bar. The dyno plots are right on. I would say that Batlgrounds and Topspeeds read the same.
This was at 2bar with racegas... same way it was run at bg. We actually ran it a couple times to make sure the boost was exact. edit: Mike beat me to it ^^^
why were people expecting such different numbers especially people who had dynoed at topspeed before and gotten 50+ more hp than they did at batlground? could the cold have had that much affect on the numbers. i don't know very much about cars but i do know that i got considerably higher numbers at topspeed than at batlground.
Its not that hard to understand... the numbers you dyno'd would have been the same no matter what dynojet dyno you were on. If you making less power now than you did before maybe you should look into something being wrong with your cars.
Lol, I'm sure something is. It humored me that stage 2 ap ots with tbe put down stock numbers Im going in for a protune next month most likely so its no biggie.
i dynoed 368 at topspeed and then 310 at batlground that is way off. doug tuned my car and since then nobody else has tuned it and will put the tranny in. not that i know much but a new tranny shouldn't really affect hp should it. unless someone has done tweaking that i don't know about what would be some variables that would make my numbers so different? i have a manual boost controller...is it possible that it doesn't stay at the psi that it is set at and slips down some? not trying to be dick but i spent a lot of money to have two dynos that are supposed to read the same but are reading at a difference of almost 60 hp which i think is pretty considerable
ecu learning? different gas? was ur run at topspeed on pure 93? what do u guys think of this: after a reset and a few pulls to get the AM up, the car will run high knock correction... with the changing weather, boost will fluctuate for the same wastegate duty cycle and the ECU might pull timing... over a few days, KC will be lower at various points in the band... hence lower power? correct me if im wrong... obviously im not a tuner
IMO, dyno differences. You can't compare two to each other no matter what type they are. thebigph is a good example of this. Find a good dyno and stick with it, it's pointless to jump around to different ones.
Well, I'm sure its the heads. We just maxed out another WRX/STi hybrid at 380/400 on our dyno. Plot looks extremely similar.
It's not the heads......it's the stock WRX cams! WRX heads cast wise are nearly identical to the STi.
All the reason why I'm taking my time and doing my headwork. After talking with SS and Doug seems like I need cams, springs and retainers, and Doug mentioned shimless buckets. It's gonna be costly but it should be a beast. Liquid why don't you do that?
The plan is to get the SVX driving this weekend so I can have a daily driver while the WRX undergoes head surgery. I am going to talk to Axis and/or Cobb tommorow and see what they recommend.
Only the early 2002 WRX's have shim on bucket. Since yours is an 04, it has the same as the STi...buckets. So, its not costly...you got it with the car.
Oh sweet. So springs, retainers, and cams and I'm set. WJM at what point would you recommend getting new valves? If mine are fine and not bent shouldn't they last quite a while?
Well, stainless steel intake valves and Enkonel (sp?) exhaust valves would be nice. Higher combustion chamber pressures from more boost and power mean higher temps...you might melt a stock valve. Oh, and the turbo on this hybrid from yesterday was a DB 20G.
What about refitting the Sti valves for the WRX heads? I have heard of several doing that and having good results.
I have a full Version 8 valvetrain if someone wants to use that stuff I'm sure I can work up a good deal. Matt