Broke the engine in on the engine dyno up at Golens Engine Service without the blower, here's a N/A pull.....

http://videos.streetfire.net/video/3...ull_161781.htm

It was very impressive, obviously not an optimal setup for high RPM n/a action, with the huge LSA, and 8.5:1 compression......but it made 516.9hp and 470 ft/lbs.......that pull was to about 7,600rpm (we pulled it to almost 8,000 just because, and it sounded just as clean and smooth)

So then it was time for the blower......and the results are pretty disappointing, not really sure why yet.....but unfortunately my "free" use of the engine dyno is up tomorrow night, so i'll try a few more things.....but if i don't get it solved I'll have to do it on the chassis dyno after i get it in the car. It runs really smooth and makes some nice grunt down low, but it falls off hard after 6800rpm. (Most likely due to the small intake manifold, easy fix)

Timing is aggressive, fuel is spot on, so im left with a huge "?" and heat (intercoolers don't work well on the engine dyno) as variables and the reason its not making any power. But you can only monopolize a piece of equipment like that free of charge for so long lol......and my thanks go to chad and everyone at golens for all the assistance and late-nite thrashing help. It definitely runs smoother than it did before and its STRONG.....we beat the **** out of the thing and it didnt leak a drop of oil or anything else for that matter......so back to the think tank (and chassis dyno/track) to get that sorted out, but in anycase here's one of the pulls where nothing terrifying like couplers exploding at full boost happened.....

http://videos.streetfire.net/video/3...yno_162704.htm

made 904hp, and 755ft/lbs

oddly similar to the chassis dyno numbers from before, except the torque is higher.....boost level is hard to nail down because the pull goes SO fast......but it was over 20psi......there werent enough people to watch every dial on the dyno and laptop lol as the pull takes like 2 seconds to happen

that pull was to about 7300rpm......it was very hard to get the dyno to load the engine and make a good read, because it pulls RPM so fast when it hits boost, and you need to vary the load to compensate. But the actual pull is only about 2 seconds long.

 

OK.....so to update that thread (copied from another board) the engine is in the car and running strong......

it took 8 jet sizes to get the a/f back where it should be from the dyno (8 sizes richer) so it seems as my original theory was correct, the engine sucked all the air out of the dyno room and the venting couldnt keep up haha.

So now in the real world, the IC is functioning and there is way more available air for engine ingestion.....and it needed that much more fuel.....so it should hopefully be cresting the 4-digit numbers now......we'll find out on the chassi dyno and at the track....

its USELESS at wot on the street haha.

 

so how long do you anticipate the tko 600 living behind that thing?

 

How long do YOU anticipate living behind that thing? lol.

 

haha F you for mentioning that......you just jinxed the whole thing lol.....

on the street? virtually forever......at the track....not so much. It's a good case though so it can be built to handle the power after it does eventually break.....but people have been putting some SERIOUS power through these things....hopefully it lives for a little while. They're a 30minute change-out though maybe i'll just by a spare haha and have one on the ready.
----------
that was the joke up at golens engine during the whole build lol......I was assembling the engine and Chad Golen basically likened it to digging your own grave haha.

 

Wow that impressive, should run low 9s don't ya think......

 

Should be well in the 8's with ahem, traction. Oh and a good shiftin leg-arm.

 

wow pure evil man!

 

haha.....someone already owns that name......he's over on ls1tech and has/had an lsx 408 with a t94 (iirc) turbo his license plate is "purevl" haha
----------
haha with an auto ya......prob not without powershifting which i don't do, so the tranny will survive haha

 

the cool thing about this motor is how strong it is, and how much potential is left on the table.....

its making peak power at 6500rpm, the engine is built to rev to 7500 rpm, and the blower is cogged to max out at 7500rpm, so right now its making that power as-is......the intake is a victor JR. and it DIES after 6500rpm, if i get a super victor it'll make power all the way up to 7500 so i'll save that for next year......

this year i think im going to try and get gates to make a custom length belt (theres no part number that fits right now) to use a 40 tooth blower sprocket, and make max boost by 6500rpm....that should make MONSTER torque IF i can get a belt to do that with....

fun times are on the way

 

Didnt your motor make peak power at around 6500 N/A? You think the victor jr is holding you back? I always under the impression that you don't need a spectacular intake with FI. I wouldnt think that intake is choking you.

That blower should carry your peak hp well past the peak N/A hp, shouldnt it?

What are your IATs?

Will 210 runners feed a motor to 7500 rpms?

 

well the fact tha it peaked at the exact same RPM both ways is what points to the restriction....the intake is the smallest thing on the motor

 

your video links don't work

 

ahhh dammit.......fixed it. sorry about that, i just cut and pasted it

 

Wow! -Nice! 20 pounds of boost? How much timing had to be taken out, or did/do you run on race gas? You'll have all the power you need, now.... get it to the ground.....lol

I recall having to jet DOWN about 8 jet sizes leaner from what my N/A engine setup had on a engine dyno after I dropped it in the car.....but you had to jet UP? So they ran it that lean during the testing, or was it the lack of a good air inlet on the dyno?? - Just curious...

 

there wasn't enough air available in the room.....we jetted it down 8 sizes to get it from like 9.0 to 11.5 :1

it was on race gas, at about 27 degrees of total timing under full boost. with c-16 or better i could run more timing but the only thing we had readily available was 110 octane.......it picked up 50hp going from 25deg to 27deg.....so theres definitely more there.

 

sounds good man, and 520hp all motor aint too shabby! what CR do you run?

 

8.5:1, that thing wouldve made close to 600 with a little more cr and less LSA.

Do you have an IAT sensor?

 

its 8.5:1
----------
ya, I haven't gotten arond to putting it in though

 

That is awsome! Makes me want to step up to the F series compressor