1497 replies to this topic

[The Batman]

will be interesting to see the difference in fueling as i wont need to over fuel to cool the pistons down to be honest overall it will be interesting to compare our two cars nick, especially the difference in how fast they rev up im just waiting on an email/phone call back from Jon (out the office today) to see when i can book mine in also will need to sort an mot out to run the engine in and insurance either that or rent an airfield for a day

Edited by joe_589, 04 November 2011 - 03:57 PM.

[techieboy]

to see when i can book mine in

Don't hold your breath. I've booked all of the spare slots until April.

[The Batman]

to see when i can book mine in

Don't hold your breath. I've booked all of the spare slots until April.

thats ok then i will take my driveshaft back

[techieboy]

Got two more here. Feel free.

[techieboy]

Just realised what's missing on that video. Absolutely no SC noise.

[NickB787]

If you have a Helix or Sach paddle plate and cover then you will be fine for way more torque. And as someone has already pointed out, you SC chaps don't push transient torque peaks through the drive train, so it's way more clutch friendly

That dyno graph should make it a complete pussy cat to drive around when you go out shopping to Tesco

Whats the idle set at and is it lumpy?

Is the car to be MOTed and taxed BTW (ie a road car as well) ?

Not certain what its set at speed wise but they say it idles as a normal NA very smooth.

I need to get a new MOT and tax it again but yep fully road legal

The last set of figures to come out were 377bhp and 304lbs at 7300rpm on an 80mm pulley. Temp in the dyno area was about 20 C.

Think i will leave it at that, peak power was about 7300rpm, inlet temp reached 60C so realistically if I want more than say 390bhp I would be into some extra cooling of the intake manifold itself as even extra coolant capacity would just delay the inevitable.

Mapping was MUCH easier with the z20let ecu my 470cc injectors worked fine and weren't maxed running 4.5 bar

so all in all VERY please, well done Courtenay :

Well done Nick finally got there

i think my wife is going to hate you when we get back it will be all your fault

My turn to repay the favour you did for me all those years ago when you took me for a drive in my first s/c vx220

Edited by NickB777, 04 November 2011 - 04:16 PM.

[The Batman]

Got two more here. Feel free.

Bollocks

[CocoPops]

Nick's car?

[GeorgeBC]

Nick's car?

Yeah its already been linked

Courtenays just posted a link up to you tube video

[NickB787]

Cars ready pickup Friday

[VXT Tim]

Great news

[chris_uk]

Just realised what's missing on that video. Absolutely no SC noise.

you couldnt hear mine either on the rollers.

[NickB787]

Information for anyone doing this mod I found out that the bhp we achieved was done not with the OEM pulley(80mm) as I thought but with a 2.8" I had imported and fitted myself.

[NickB787]

Information for anyone doing this mod I found out that the bhp we achieved was done not with the OEM pulley(80mm) as I thought but with a 2.8" I had imported and fitted myself. strange I would have thought it would have made more than 380bhp with it on

[Nev]

Engines depressingly become less and less efficient at high revs. Mine did the same and tails off more than I hoped.What's the smallest sized pipework in your system ?

Edited by Nev, 12 November 2011 - 10:57 AM.

[alanoo]

Information for anyone doing this mod I found out that the bhp we achieved was done not with the OEM pulley(80mm) as I thought but with a 2.8" I had imported and fitted myself.

strange I would have thought it would have made more than 380bhp with it on

Most likely intake manifold flow limit then

[NickB787]

Engines depressingly become less and less efficient at high revs. Mine did the same and tails off more than I hoped.What's the smallest sized pipework in your system ?

Sorry Nev not certain what you mean.

yep think thats it with this intake manifold.

[Nev]

Engines depressingly become less and less efficient at high revs. Mine did the same and tails off more than I hoped.What's the smallest sized pipework in your system ?

Sorry Nev not certain what you mean.

yep think thats it with this intake manifold.

Sorry I should have been clearer, I mean you need to identify what the bottleneck in the engine's 'breathing' is. As you are probably aware an engine's ability to make power is directly proportional to the amount of air you can pass through it in a given time. From this premise you can extrapolate that you need to improve the way the air enters and exits the engine. Usually it is things like too narrow pipework, manifolds, TBs, inlet runners, exhausts etc that cause these issues.

To illustrate this (using a 200 BHP standard VXT as an example), the tophat has an I/D of 49mm. This means it has a cross sectional area of 1886 mm sq. A 200 BHP engine requires 8500 Litres/min. From this we can calulate the air speed through that tophat will be 270 KPH. Clearly a restriction. This is why replaceing that part with a bigger diam. equiv yeilds more torque and hence power.

Once you are trying to force 380 BHP out of your OEM engine just about every part (that air travels though) in it needs to be replaced or it will be a restriction. I am assuming CS have done this but if it were my car, I'd be double checking every thing. For example do you know what resistance your air filter is causing? Testing such parts is normally done in top end motorsport using a variety of techniques. A magnehelic pressure differential guage is a good and cheap way to start (I am currently looking for one to come up on eBay ATM).

HPH.


BTW, have you driven it yet. Id be keen to hear what you think and keener still for a psx ride one day

Edited by Nev, 17 November 2011 - 08:17 PM.

[Winstar]

Engines depressingly become less and less efficient at high revs. Mine did the same and tails off more than I hoped.What's the smallest sized pipework in your system ?

Sorry Nev not certain what you mean.

yep think thats it with this intake manifold.

Sorry I should have been clearer, I mean you need to identify what the bottleneck in the engine's 'breathing' is. As you are probably aware an engine's ability to make power is directly proportional to the amount of air you can pass through it in a given time. From this premise you can extrapolate that you need to improve the way the air enters and exits the engine. Usually it is things like too narrow pipework, manifolds, TBs, inlet runners, exhausts etc that cause these issues.

To illustrate this (using a 200 BHP standard VXT as an example), the tophat has an I/D of 49mm. This means it has a cross sectional area of 1886 mm sq. A 200 BHP engine requires 8500 Litres/min. From this we can calulate the air speed through that tophat will be 270 KPH. Clearly a restriction. This is why replaceing that part with a bigger diam. equiv yeilds more torque and hence power.

Once you are trying to force 380 BHP out of your OEM engine just about every part (that air travels though) in it needs to be replaced or it will be a restriction. I am assuming CS have done this but if it were my car, I'd be double checking every thing. For example do you know what resistance your air filter is causing? Testing such parts is normally done in top end motorsport using a variety of techniques. A magnehelic pressure differential guage is a good and cheap way to start (I am currently looking for one to come up on eBay ATM).

HPH.


BTW, have you driven it yet. Id be keen to hear what you think and keener still for a psx ride one day

not quite right power has nothing to do with volumetric flow (l/min)it's mass flow (kg/min) the general equation for pressure loss = k * density * velocity^2 where k is factor based on the flow route. So unless you up the rev limit then all your changing incressing the boost is density. Where volumetric flow does come in is when you increase the rev limit which in turn increases the loss with a squared relationship so increasing the rev limit 10% will increase the loss through the intake by 21%

As stated above the inlet manifold is working well above it's design and restricting anything over 7krpm

[Nev]

Engines depressingly become less and less efficient at high revs. Mine did the same and tails off more than I hoped.What's the smallest sized pipework in your system ?

Sorry Nev not certain what you mean.

yep think thats it with this intake manifold.

Sorry I should have been clearer, I mean you need to identify what the bottleneck in the engine's 'breathing' is. As you are probably aware an engine's ability to make power is directly proportional to the amount of air you can pass through it in a given time. From this premise you can extrapolate that you need to improve the way the air enters and exits the engine. Usually it is things like too narrow pipework, manifolds, TBs, inlet runners, exhausts etc that cause these issues.

To illustrate this (using a 200 BHP standard VXT as an example), the tophat has an I/D of 49mm. This means it has a cross sectional area of 1886 mm sq. A 200 BHP engine requires 8500 Litres/min. From this we can calulate the air speed through that tophat will be 270 KPH. Clearly a restriction. This is why replaceing that part with a bigger diam. equiv yeilds more torque and hence power.

Once you are trying to force 380 BHP out of your OEM engine just about every part (that air travels though) in it needs to be replaced or it will be a restriction. I am assuming CS have done this but if it were my car, I'd be double checking every thing. For example do you know what resistance your air filter is causing? Testing such parts is normally done in top end motorsport using a variety of techniques. A magnehelic pressure differential guage is a good and cheap way to start (I am currently looking for one to come up on eBay ATM).

HPH.


BTW, have you driven it yet. Id be keen to hear what you think and keener still for a psx ride one day

not quite right power has nothing to do with volumetric flow (l/min)it's mass flow (kg/min) the general equation for pressure loss = k * density * velocity^2 where k is factor based on the flow route. So unless you up the rev limit then all your changing incressing the boost is density. Where volumetric flow does come in is when you increase the rev limit which in turn increases the loss with a squared relationship so increasing the rev limit 10% will increase the loss through the intake by 21%

As stated above the inlet manifold is working well above it's design and restricting anything over 7krpm

I was simplifying things just to make the explanation succinct, not taking into account air density and the difference between boosted and non boosted air etc etc.

Have you had a chance to drive it properly yet Nick ?

Edited by Nev, 20 November 2011 - 06:17 PM.