Changes for 2012
- Thread starter qbnkiller
- Start date
qbnkiller
Conflaguration Specialist
Re: Changes for 2012
Thanx Jeff!
I actually started testing on Saturday. I had a few issues - namely that pretty 45mm wastegate was just not enough to control that turbo. I did gather some real good data, and I decided to step up a little.
This morning I switched to a Tial 60mm gate and an 80mm compressor wheel. These numbers show the results with the 80mm. I still feel that I can move up one more step and not lose spool. I will test that out tomorrow.
This was with 18.9# boost. Backpressure is right at 1:1 at 6000rpm. This is with pump E85 and no intercooler.
Thanx Jeff!
I actually started testing on Saturday. I had a few issues - namely that pretty 45mm wastegate was just not enough to control that turbo. I did gather some real good data, and I decided to step up a little.
This morning I switched to a Tial 60mm gate and an 80mm compressor wheel. These numbers show the results with the 80mm. I still feel that I can move up one more step and not lose spool. I will test that out tomorrow.
This was with 18.9# boost. Backpressure is right at 1:1 at 6000rpm. This is with pump E85 and no intercooler.
Last edited:
ziembic
Donating Member
Re: Changes for 2012
Is this a serious question? Would you spin up 900 HP without a tune?
Is this a serious question? Would you spin up 900 HP without a tune?
randy merritt
Donating Member
Re: Changes for 2012
I'm going V8 when my six gives up the ghost again. Those numbers are hard to beat for the cost per HP.
I'm going V8 when my six gives up the ghost again. Those numbers are hard to beat for the cost per HP.
qbnkiller
Conflaguration Specialist
Re: Changes for 2012
OK...done with the testing. Here is the last dyno sheet:
Reading the columns from left to right:
Corrected HP, Corrected TQ, Exhaust backpressure, Boost pressure, oil pressure.
Notes:
The backpressure gauge was reading consistently off by about 10#. The main boost gauge also reads about 2# off. This pull was logged through the Bigstuff3 at exactly 20#, and deviated less than 0.3# at any time. Exhaust backpressure looks to be at 1:1 @ 20# @ 6000rpm, which means this turbine wheel and back housing is absolutely up to the task with no issues.
I ran this combo without an intercooler. I ran (2) 15 gph nozzles post turbo for most of my testing, and added (1) 15gph pre turbo at the very end to test. If I kept the boost at 15#, the meth (100%) was able to drop the temps to around 90* by the end of the pull. Upping to 20#, I need more nozzle.
The 45mm wastegate was just not enough to hold boost down low like I wanted. I changed it to a Tial 60mm (waiting for my Precision 66mm to arrive) and had no issues at all.
I ran pump E85 (tested it at 82%) and 100% methanol in the kit (Alcohol Injection Systems - AIS).
I threw on that ugly heat blanket right before the turbo to see if it changed the readings any. It didnt make much of a difference. I got lazy and never took it off. I plan on sending the pipes out to be ceramic coated before installing in the truck.
I made around 35 pulls to gather more data. I learned a bit more of what E85 likes and doesnt. My plans are to run on the streets at 15#, and taking it to 20# if needed at the track.
OK...done with the testing. Here is the last dyno sheet:
Reading the columns from left to right:
Corrected HP, Corrected TQ, Exhaust backpressure, Boost pressure, oil pressure.
Notes:
The backpressure gauge was reading consistently off by about 10#. The main boost gauge also reads about 2# off. This pull was logged through the Bigstuff3 at exactly 20#, and deviated less than 0.3# at any time. Exhaust backpressure looks to be at 1:1 @ 20# @ 6000rpm, which means this turbine wheel and back housing is absolutely up to the task with no issues.
I ran this combo without an intercooler. I ran (2) 15 gph nozzles post turbo for most of my testing, and added (1) 15gph pre turbo at the very end to test. If I kept the boost at 15#, the meth (100%) was able to drop the temps to around 90* by the end of the pull. Upping to 20#, I need more nozzle.
The 45mm wastegate was just not enough to hold boost down low like I wanted. I changed it to a Tial 60mm (waiting for my Precision 66mm to arrive) and had no issues at all.
I ran pump E85 (tested it at 82%) and 100% methanol in the kit (Alcohol Injection Systems - AIS).
I threw on that ugly heat blanket right before the turbo to see if it changed the readings any. It didnt make much of a difference. I got lazy and never took it off. I plan on sending the pipes out to be ceramic coated before installing in the truck.
I made around 35 pulls to gather more data. I learned a bit more of what E85 likes and doesnt. My plans are to run on the streets at 15#, and taking it to 20# if needed at the track.
![Quickstop [UK]](/data/avatars/m/5/5165.jpg?1570199786){kind=avatar}
Quickstop [UK]
Combating adversyty.
Re: Changes for 2012
At what HP does the awd become redundant and you start lifting the front end? Just curious as Ghettosled's truck does that but I have no clue as to the power it makes.
Impressive, Alex. Looking forward to some track video!
At what HP does the awd become redundant and you start lifting the front end? Just curious as Ghettosled's truck does that but I have no clue as to the power it makes.
Impressive, Alex. Looking forward to some track video!
Last edited:
Windedv6
Ty n 10s
Re: Changes for 2012
Ghettosled's truck is 2WD. He was probably in the 1,000 hp range at the tires...1,200 hp range on the motor. A 2WD with a turbo 400 trans will be about 20 -22.5% loss from motor hp to hp at the tires. A turbo 350 trans should be a little less than 20%. Add at least 5% more loss going through our AWD setup vs 2WD.
.
A 1,000 hp with a turbo 400 should put about 725-750 hp to the wheels in our AWD Platform. A chassis dyno also can vary the amount of loss depending on how the power is loaded with regards to the convertor, tires and gearing.
john
Ghettosled's truck is 2WD. He was probably in the 1,000 hp range at the tires...1,200 hp range on the motor. A 2WD with a turbo 400 trans will be about 20 -22.5% loss from motor hp to hp at the tires. A turbo 350 trans should be a little less than 20%. Add at least 5% more loss going through our AWD setup vs 2WD.
.
A 1,000 hp with a turbo 400 should put about 725-750 hp to the wheels in our AWD Platform. A chassis dyno also can vary the amount of loss depending on how the power is loaded with regards to the convertor, tires and gearing.
john
BMFB
Not to scale
Re: Changes for 2012
also its hard to just uncontrollably lift the front tires off the ground, the sled I imagine has a bit of work done to the suspension to help transfer the weight to the rear end. When your drag racing you want to set your stuff up so that it transfers weight to your drive tires for traction, so he has his 2wd setup to transfer all the weight to the rear, but with an awd setup you want to try to keep it more balanced and not let it transfer as much to the rear so that your front wheels are still helping you go forward. You could put serious power to the ground and keep it flat, or if you want you can lift your front tires with surprisingly little power to get 100% of your weight over the ass of it.
Wheelies are funner though, and unfortunately 2wd is a better way to go down the track
also its hard to just uncontrollably lift the front tires off the ground, the sled I imagine has a bit of work done to the suspension to help transfer the weight to the rear end. When your drag racing you want to set your stuff up so that it transfers weight to your drive tires for traction, so he has his 2wd setup to transfer all the weight to the rear, but with an awd setup you want to try to keep it more balanced and not let it transfer as much to the rear so that your front wheels are still helping you go forward. You could put serious power to the ground and keep it flat, or if you want you can lift your front tires with surprisingly little power to get 100% of your weight over the ass of it.
Wheelies are funner though, and unfortunately 2wd is a better way to go down the track
