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#45
by
R.O.R-2.0
on 15 May, 2011 11:53
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i like how all hot rod VW diesels sound the same on youtube. lol..
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#46
by
RabbitJockey
on 15 May, 2011 12:17
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mustangs generally give lower numbers right? with that kind of power you're getting close to 12 second quarters, if it wouldnt already do it. damn
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#47
by
R.O.R-2.0
on 15 May, 2011 12:21
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mustangs generally give lower numbers right? with that kind of power you're getting close to 12 second quarters, if it wouldnt already do it. damn
i think maybe he already ran a few 12's?
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#48
by
Powered by Spearco
on 15 May, 2011 20:48
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Nope. I havn't ran at the strip yet with this engine setup yet.
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#49
by
R.O.R-2.0
on 16 May, 2011 08:21
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i was thinkin about the old engine then, youve ran that caddy down the track before havent you? i swear you have..
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#50
by
Powered by Spearco
on 16 May, 2011 08:25
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Yes I have, but different tuning and pump. That was with 88HP 128TQ at a 17.5 in the quarter mile.
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#51
by
R.O.R-2.0
on 16 May, 2011 08:29
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LMFAO, now i remember..
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#52
by
RabbitJockey
on 16 May, 2011 15:02
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so i am still kind of scratching my head, you think the 275 is more accurate? there was no differences other than the intercooler and dyno right
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#53
by
Powered by Spearco
on 16 May, 2011 22:02
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The HP and TQ numbers really didn't change much with the intercooler swap, the pwr curve started sooner and climed faster also the EGTs didn't climb as fast. They still hit 1300 though.
The dyno at the Diesel dyno day, was ran for us VWs with inertia current not eddy current. So the loading of the dyno was different compaired to each other. The dyno I ran on last Saturday was ran eddy current.
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#54
by
RabbitJockey
on 17 May, 2011 08:48
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ok nice, so i did some reading on the differences, and its funny to see that typically people get lower numbers on the eddy dyno. i would def say the second numbers are more betterer. awesome work man, get that thing to the drag strip so we can see some numbers that really matter.
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#55
by
Powered by Spearco
on 17 May, 2011 21:47
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The eddy current numbers are going to be the highest due to the loading of the dyno.
Inertia dyno measures engine power at a vehicle’s wheels based on how fast it can spin heavy drums, an eddy-current dyno adds the ability to simulate a load by using electro-magnets to add resistance to drum spin, as if they were pulling a trailer.
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#56
by
RabbitJockey
on 18 May, 2011 19:58
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The eddy current numbers are going to be the highest due to the loading of the dyno.
Inertia dyno measures engine power at a vehicle’s wheels based on how fast it can spin heavy drums, an eddy-current dyno adds the ability to simulate a load by using electro-magnets to add resistance to drum spin, as if they were pulling a trailer.
this is mostly true on a turbo engine where load generates boost corrrect?
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#57
by
Powered by Spearco
on 18 May, 2011 20:54
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Yes, true.
Think of it as the worlds longest hill climb.
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#58
by
Powered by Spearco
on 23 May, 2011 21:34
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So I got some dyno plots that I scaned over to my album.
These are the first set with the intercooler that was in the truck.
The graphs start out as stock wastegate (11psi), low setting on boost controller (23psi) and high boost setting (29psi).
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After intercooler change.
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#59
by
Powered by Spearco
on 04 Jun, 2011 18:02
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So today I was at the drag strip. Honestly, I was kind of dissappointed in the 1/4 mile times.
First pass was a 16.230 @ 95.33 mph RT is .445. What can I say, I'm learning.
Second pass was a 16.270 @ 100.59 RT is .335
Third pass was a 16.053 @ 99.17 RT is .112
Fourth pass was a dial in @ 16.18 and ran a 16.55 @ 97.85 and the other guy lost, to slow to his dial in time. So I won the first round, but left the show.