Quote:
Originally Posted by Racing
Don´t know how aware you are of it,but we´ve learned to extract insane amounts of power mainly by understanding timing needs under boost.
How would you adjust a KE/EZL setup when being optimum for NA use when going turbo,and what´s more...at what cost?
In short,when you´re getting into turbocharging..please give the SA some thought.
If nothing else to keep your own sanity so you won´t be running up the walls in the long run.
|
Appreciate your response and no offense taken.
I've seen the results of "insane" power in Roman's latest engine and transmission self destructing.
Not meant to offend more to give a reality check.
How fast do you want to go with "insane" power and how much will it cost???
Seems like Roman has an unrecoverable investment in his last attempt to go 200MPH !!!
I've just asked reasonable questions of him such as posting his dyno charts, so I can better understand not only how, but why build an M103 to turn 10000RPM, but peak power is made under 7000RPM.
I believe I posted that I am using a very expensive ?( $350.00 !!! ) stand alone additional injector controller to fire the two injectors above the throttle body.
It has a built in MAP sensor so it reads engine speed and manifold absolute pressure which is controlled by a software setting.
Under boost I run 12.5 AFR / .85 Lambda.
I dyno'd and tuned on a Mustang load dyno.
Produced 196HP and 220LBFT torque.
Far from "insane", perhaps laughable to most much younger then I.
But yet with meager numbers, I'm able to run 0-60 in 5.49 seconds in 90 degree F / high humidity ambient.
You seem to have knowledge of "insane" turbo installs, so I guess you will realize that dropping ambient temp 40 degrees with low humidity should improve acceleration by 3 to 4 tenths.
Not bad for an antiquated semi electronic fuel injection system.
Quote:
Having said that, we´re nowhere into this from a dynamic driving point of view,economics asf asf..list simply goes on and on.
Modern,digital electronics will beat an old mechanical system every time...as there´s this little thing called evolution.
|
Know very well the "theory of evolution" as applied to the modern internal combustion engine.
Quote:
Don´t get me wrong.
Anything man made can be modified to work under different parameters than it was setup to do,but the point is that in the case of the KE it simply isn´t cost effective,and when done you STILL won´t touch the resolution or adjustability available with a stand alone system .
|
How much in time and material did Roman spend on his recently "deceased" motor ???
Is that considered cost effective...help me with his HP/$$$ ratio so I can better understand how cost effective your engine building is !
Quote:
As for transmission failures...again no offense,but you have no idea what you´re talking about.
Me and Roman both run stock units,and you have to cross the 600hp line for real to start experiencing trouble.
|
Correct me if I'm speaking out of turn, but didn't Roman destroy a transmission per his posting???
Quote:
|
In my case i´m currently running like 500 ,and i´m on slicks down the 1320 every now and then in the 11s bracket,and mind you this with my daily beater.(IOW the poor getrag has to take some severe punishment-and it STILL lives)
|
No offense but if you are making 500RWP, then your at around a 6-7LB/HP power to weight ratio.
On slicks I would think you should be under 11 seconds and trapping 130MPH +.
Unless of course the power to weight calculations no longer hold true !!!
I hope you are not offended, but I'm an old guy whose gone very fast in his life, and am trying to understand where I'm going wrong.
My results aren't telling me, but I'm open to knowledge !!!