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12-26-2016, 02:56 PM | #23 |
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When are you going to get that 9 sec run? I've been waiting...lol; you are so close.
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12-26-2016, 02:58 PM | #24 | |
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But yea stock Turbo 9.xx run will come soon |
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12-26-2016, 05:56 PM | #25 | ||
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12-26-2016, 07:02 PM | #26 |
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22psi...yes I'm still on stock MAP sensors for now.
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12-28-2016, 11:11 AM | #28 |
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12-28-2016, 11:21 AM | #29 | |
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12-28-2016, 12:55 PM | #30 |
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12-28-2016, 12:58 PM | #31 | |
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12-29-2016, 04:17 PM | #33 | |
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12-30-2016, 12:03 AM | #35 | |
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12-30-2016, 12:06 AM | #36 | ||
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12-30-2016, 12:47 AM | #37 |
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Eventually I'll get back on the dyno and log HPFP on a pull with the stack which I know I've made 681rwhp (on a 4th gear pull, so 700+ if I used 5th). Going to be awhile because we have lots of stuff with the Porsches going on, currently have an engine on a cart on the dyno lol.
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12-30-2016, 06:49 AM | #38 |
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I agree too, peak torque is where peak fuel matchs.
Power doesn't have to taper off on a turbo car if the turbos are big enough and more eficient but our S63tu's use small turbos and we push them well past their best - 'normal' customers want all the torque at 1800rpm while us used to tuned and power seeking tend to want a torque curve that keeps climbing to the red line or just shy. I would like to see some much bigger turbos and loose some low down torque for top end gains personally. With out 4 wheel drive our cars can't cope with the torque through lack of traction anywhy |
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12-30-2016, 09:16 AM | #39 | |||
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Throttle starts to close at 2800rpm while the HPFP is still on target for another 1000rpm. HPFP only begins to drop at 3900rpm which if you compare to the dyno graph is on its way and getting close to peak torque. HPFP pressure bottoms out at 5k which given the dyno graph is the point where torque is highest for a given RPM and there's most fuel demand from the HPFP. The DME has throttle wide open already though 800rpm before that, at 4400, where was the DME to protect it with throttle if throttle was part of that protection strategy? Throttle isn't part of the fuel pressure protection strategy as throttle would've been closed throughout the HPFP drop, it would not open as it was dropping if that were the case. Throttle is a boost control component. HPFP starts to climb back up past about 5300rpm as torque starts to drop off eventually managing to keep up with fuel demand as we're unable to keep torque flat to redline at this torque level on these turbos. At the same time boost is dropping off towards redline so some of that torque could potentially be lifted towards redline as well but I suspect we'd just see the HPFP not recover longer than here, or go further south. Question I'll leave you with, why are people adding meth when pushing power on this motor, especially in midrange, if we might have considerably more room to go in the OEM fuel system? How many dynos on straight race gas without supplementing with meth have you seen where someone pushed far higher than say 700wtq in midrange with stock or upgraded turbos? If you know of anyone I'd love to see some datalogs with dyno graphs. There's considerable midrange power/torque left on the table even on stock turbos with appropriate octane. We're on the same team here, just trying to get the most power out of these beasts so the more factual data is posted the better the discussion. Cheers Last edited by proTUNING Freaks; 12-30-2016 at 09:31 AM.. |
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12-30-2016, 06:25 PM | #40 |
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... its the rush for the red line the S63tu lacks and this takes some 'soul' out of it, again my aim will be removing the decline in the power curve past 5k rpm by moving the torque 'curve' (its almost a staight line from 1800rpm!) north so you get a building rush that doesn't leave you wondering why you didn't change gear earlier and helps traction
P.S this sort of tuning will help clutch, DTC, axle and drive shaft life. |
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12-31-2016, 08:55 AM | #44 | |
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