car sound strong CorrPerformance good job guys
Thanks, we are very proud since it was my first time tuning a Kseries engine on Haltech. We did this exclusively to shut some mouths down there and make people realize that there is other tuning systems out there besides the Hondatas and AEMs.car sound strong CorrPerformance good job guys
I have seen personally from local dyno jet down here that the difference between those dynos are 13-14%15% difference between dyno dynamics and dyno jet? never heard anything like that before.
same tune same setup my car made 12% less on a dyno dynamics vs a dynapack...
something is seriously wrong with the mid range on that dyno graph.
what is up with the extreme power loss in the mid range and peak torque at 8200 rpms?I have seen personally from local dyno jet down here that the difference between those dynos are 13-14%
I am not sure, perhaps there is more in there and I just did not find it this time around. Thanks for pointing that out.what is up with the extreme power loss in the mid range and peak torque at 8200 rpms?
for example my cartel 4 cam motor with 60mm kinslers and asp 4-1 header.
going off your 13 percent itd be making 190 ft lbs at the selected rpm.
All that they have available is pump91 mix it with Torco which claims to put it at 99oct or use leaded C12 & C1691 would make less
something is seriously wrong in the mid range vtc, exhaust or intake. sounds like you can get VP fuel see if they can order Q16. c16 if not.All that they have available is pump91 mix it with Torco which claims to put it at 99oct or use leaded C12 & C16
What you recommend for the next time I fine tune this car?
Another thing I was a little skpetic about getting every last ounce of power on the engine since the only miles that it had where the ones we put on it during the dyno tuning session.
Thanks for pointing that out on the midrange. I will get back to this vehicle and address this. (lol) you make it sounds like there are rods and pistons that will be coming out if the mid range is not fixed.something is seriously wrong in the mid range vtc, exhaust or intake. sounds like you can get VP fuel see if they can order Q16. c16 if not.
its not the that the motor will blow up its that its very unhappy. thats not how all motor engines produce power.Thanks for pointing that out on the midrange. I will get back to this vehicle and address this. (lol) you make it sounds like there are rods and pistons that will be coming out if the mid range is not fixed.
Appreciate your input and will see if we can get some C16 and see what we can improve upon.
made around same power as my motor above with s2stage3 cams mine was mapped on dyno damnics as wellLink to a run on the dyno
260whp on DD = 299whp on a DJ
K24 botttom end K20z1 head
Wiseco 12.5CR pistons, Manley rods, ACL bearings
Crankshaft balanced and micropolished
Bottom end assembled in Panamá
Supertech valve train and head built by Central NC Speedshop, RLZ ported head
ASP header, Drag Cartel stage 4 camshafts
Haltech Platinum Pro
ID 850cc on 91oct + Torco
Toda Chain tensioner
Ktuned fuel rail, traction bar, shifter, etc
Wireworx Stage 3 harness
A street pass that night after being tuned.
That's exact the measurement of the exhaust ID of the cylinder head exhaust port :up:. Also seems to have hot gas resistant material or thickness change or just to shape the oval form more easy (around 40 mm beyond flange) - seems...Port size is oval and 37x42mm.
That's a pretty good number, similar to Joe's one.Primaries have an ID of 46mm,...
A 10 mm lengths difference is ok (personally I wouldn't be satisfied )...maybe the pipes are better than the measurement technique ...from the absolute lengthes it seems to be designed for better midrange VE....and 1:500, 2:524, 3:525 and 4:534mm lengths.
If you have mesured it from exhaust valve up to the point where both centerlines cross each other...yes. But as you didn't, the primaries are thermodynamically around 815 mm long. Fabricator would say yes, they are 725 mm long ....Secondaries merge to an ID of 57mm and from the point where the primary ends inside the slip joint, to where it merges, is 200mm. Does that make the primary length on number one, 725? Or is the primary measurement to the beginning of the merge?
Wow, that's a huge secondary ID...will cost some ponies in the lower midrange. Maybe a 88x99 could utilize that because of it's higher mass flux?!...ID 57mm piece, but from photos it looks a little less than 200.
So we get around a 400 mm secondary......The merge length of the final collector is also 200mm, going into a the start of the exhaust...
In terms of engine needs, I still searching in my brain which engine size could utilze good VE from that design...mmmhhhh...what I can quickly say it will give you a peaky torque curve when using a K20, as in terms of flat torque line it will suffer with it. Low VE at lower midrange, huuuuge midrange and quick decrease of VE in the high end. Maybe a big displacement K-engine could cover that better.Have I explained this properly? and more importantly, what do people think about the design?