sr20vet dyno results

[STR8E180]

i got my car dyno tuned again last week after upgrading from a turbonetics GTK-500 to a precision 6262

just thought i would share the results with zilvia.net

power was made with

32psi
sr20v cylinder head ( using standard sr20v cams )
8800rpm
E85

555kw SR20VE 180SX - YouTube (http://www.youtube.com/watch?v=yUnlARJnvvU&list=UUHnnOKt-TjcbtkmhoaEBrIA&index=2&feature=plcp)

[s13 @ fullboost]

dam that's good number especially on a dyno dynamics

[STR8E180]

dam that's good number especially on a dyno dynamics

dunno if its just a dyno dynamics thing but ive noticed that you guys over in the states have higher reading dyno's compare to us
i know for a fact our workshop dyno does read slightly lower i would like to try and get it onto another dyno to see what numbers it makes

[rbs14kouki]

Here is my friend and tuner car !!!

Last time i checked those were the spec !!! Its a drag car btw
Sr20vet 730whp @ 32psi aem ems serie2

Dyno is a mustang dyno

Dr Pat S13 sr20 dyno - YouTube (http://www.youtube.com/watch?v=A4NAQws4DOs&feature=youtube_gdata_player)

[Yellow4g63]

sweet numbers from both cars. rbs14 is that one 2.0 too? or 2.2

[TheRealSy90]

@ STR8E180, Why are you only revving the ve to 8,800? That thing should be able to go 10k+ no problem.

[[email protected]]

Good #s have fun

[Dark Spec]

daiiim those are really good numbers

[jr_ss]

@ STR8E180, Why are you only revving the ve to 8,800? That thing should be able to go 10k+ no problem.

A lot of times cam restrictions will keep you from making power that high. There's no reason to rev over where power starts to fall off. You also need quite a large turbo to feed your engine enough air to keep pulling that high.

[Def]

Are you using P11 or P12 SR20VE cams? Cam gears or straight up factory timing?


Any graphs with a torque plot vs. RPM?


As an aside, why do all the guys down under do their dynos vs. speed and not RPM?


Numbers look beast though, congrats.

[Def]

Oh also, VVL RPM point? Both cams at same time or you staggering them?

[STR8E180]

@ STR8E180, Why are you only revving the ve to 8,800? That thing should be able to go 10k+ no problem.

power starts dropping of at 9500rpm
my shift warning light works in stages and first warning light goes of at 8800rpm but when im driving i dont shift as soon as the light goes of so i do shift pretty close to 9000 rpm
no need to rev it any higher then that when its not needed because its not really making any more power once i pass that point in the rev range
if i have a bigger cam shaft and bigger turbo then i would rev it harder

Are you using P11 or P12 SR20VE cams? Cam gears or straight up factory timing?


Any graphs with a torque plot vs. RPM?


As an aside, why do all the guys down under do their dynos vs. speed and not RPM?


Numbers look beast though, congrats.
using standard P12 SR20v cam shafts with HKS adjustable cam gears

no graphs at the moment will get them when i get a chance
ill get a RPM dyno graph for your when i get a chance as well

Oh also, VVL RPM point? Both cams at same time or you staggering them?
its a P12 cylinder head which means im switching both cams at the same time

[STR8E180]

i would like to try this greddy plenum camber and billet adapter

if any one knows where i can get it from let me know
http://img.photobucket.com/albums/v482/str8e180/o0800060010998406724.jpg

http://img.photobucket.com/albums/v482/str8e180/o0800060010998413866.jpg

http://img.photobucket.com/albums/v482/str8e180/o0800060010998406761.jpg

[jr_ss]

i would like to try this greddy plenum camber and billet adapter

What intake manifold are you currently running? Have you thought about the Mazworx sheet metal if you aren't already?

[Def]

Mazworx runners are way too short, even for 9k RPM.



What RPM are you triggering the high cams?

[TheRealSy90]

Isn't it generally better to shift later than when the power starts to drop off since it would still be making more power than the rpm you would be at if you shift early?

[Def]

Another question - what valvesprings are you using? Seat pressure?

[usdm180sx]

Here's my friend Abel's:

Sr20vet Dyno gt35r - YouTube (http://youtu.be/VfSnaX4wGVY)

25lbs on C16 GT35 9000rpm 549whp

[jr_ss]

Mazworx runners are way too short, even for 9k RPM

How so? Information to back it up? I'm not calling bullshit, but your argument seems illogical based on the design of their drag car intake manifold which has shorter runners than their production manifold. They don't have any issues revving to 11k+, albeit they have quite a motor/turbo setup, but principles remain the same no?

[STR8E180]

Another question - what valvesprings are you using? Seat pressure?
SUPERTECH stainless intake valves +1mm oversize 6mm stem
SUPERTECH Iconel exhaust valve +2mm oversize 6mm stem
SUPERTECH manganese bronze valve guides
FERREA Dual Valve Spring
FERREA titanium retainers


Mazworx runners are way too short, even for 9k RPM.



What RPM are you triggering the high cams?
i find short runners perform a lot better at higher rpm
im trying to make more torque down low because i built my car for circuit racing
this is the intake manifold im using at the moment
i had no other choice but to make it with short runners because of clearance issues
if i curve the runners up like the pics i posted above on that red s15 ill be able to have longer runners
http://img.photobucket.com/albums/v482/str8e180/IMG_0067.jpg

not exactly sure when im switching my cams ill have to ask my tuner

[STR8E180]

What intake manifold are you currently running? Have you thought about the Mazworx sheet metal if you aren't already?

i like the billet runners on the mazworx intake manifold but im not a big fan of the plenum camber

HYPERTUNE here in australia have released a ve intake manifold
looks pretty f**king sweet
but for $2,500 AUD it better look sweet

it looks like i might have clearance issues with this intake manifold in my car tho
http://img.photobucket.com/albums/v482/str8e180/IMG_1338.jpg

[STR8E180]

i already have a new intake manifold made
its just sitting in my shed at the moment

its a quad throttle body intake manifold using BMW E46 throttle bodies
no adapter plate i pretty much just cut the flange of and welded on a sr20v flange directly onto the throttle bodies and then port matched it

http://img.photobucket.com/albums/v482/str8e180/IMG_1028.jpg

i shouldnt have any clearance issues because i made it with the same measurements as the inlet manifold im using at the moment
http://img.photobucket.com/albums/v482/str8e180/IMG_1094.jpg

http://img.photobucket.com/albums/v482/str8e180/IMG_1097.jpg

[STR8E180]

Isn't it generally better to shift later than when the power starts to drop off since it would still be making more power than the rpm you would be at if you shift early?

my power just slightly starts dropping of at 9500rpm but i dont like shifting on my limier which is why i set my shift light at 8800rpm and by the time i shift im at about 9000ish rpm

[jr_ss]

Isn't it generally better to shift later than when the power starts to drop off since it would still be making more power than the rpm you would be at if you shift early?

The VE head flows extremely well and allows you to have a very broad power range. You're not really falling out of ideal rpm/power/boost as you would on a lower revving motor.

[STR8E180]

What RPM are you triggering the high cams?
spoke to my tuner he said his triggering the cams at 5000rpm
he also said there is no point reving my engine any harder because my turbo is already out of puff which is why its starting to drop of
turbo is rated at 680hp and im making 745hp

[HPKMotorsports3]

Sweet car man!!!

[Not You]

You got a PM sir

[Def]

How so? Information to back it up? I'm not calling bullshit, but your argument seems illogical based on the design of their drag car intake manifold which has shorter runners than their production manifold. They don't have any issues revving to 11k+, albeit they have quite a motor/turbo setup, but principles remain the same no?

Look up hermoltz resonance. It's not exactly rocket surgery to calculate when an intake manifold will provide the best resonance incrase.

It has nothing to do with limiting how high your engine revs, but it does affect where the intake mani is tuned.

[Def]

Yea, those intake runners are way too short for your powerband. If you can add a good bit of length you'll likely see a big improvement in your midrange.

[jspaeth]

:rl:The VE head flows extremely well and allows you to have a very broad power range. You're not really falling out of ideal rpm/power/boost as you would on a lower revving motor.



Also, that being said, you want to shift when the torque that you WOULD make in the next gear is higher than the torque you are currently making in whatever gear you're in.

I think a lot of people (not you) don't get this point. Mechanical advantage of being in a lower gear is huge. Unless your torque drops off really rapidly, it's almost always beneficial to wind every gear all the way out to redline.

[Def]

:rl:



Also, that being said, you want to shift when the torque that you WOULD make in the next gear is higher than the torque you are currently making in whatever gear you're in.

I think a lot of people (not you) don't get this point. Mechanical advantage of being in a lower gear is huge. Unless your torque drops off really rapidly, it's almost always beneficial to wind every gear all the way out to redline.

Just to clarify for everybody (you're correct, but are talking about a different torque than most people are used to here) - you're talking about DRIVEWHEEL torque. Which is engine torque multiplied by gear ratio (i.e. 1:1 for 4th on an SR/KA, then say 4.08 for the final drive, so 200 ft-lbs in 4th gives 816 ft-lbs at the wheels. So you've got to look at drivewheel torque.

That's one advantage to revving high that's hard to beat, especially if your powerband doesn't really fall off up top badly.

[STR8E180]

Yea, those intake runners are way too short for your powerband. If you can add a good bit of length you'll likely see a big improvement in your midrange.

dont really have the room for it which is why i have made a quad throttle for it
should have it fitted and tuned once i have gotten bored of this setup and feel like testing out some thing new

[Def]

Why don't you go with some curved runners? You'd just need to transition from an oval to a round piece to easily bend it with a bender.

[STR8E180]

Why don't you go with some curved runners? You'd just need to transition from an oval to a round piece to easily bend it with a bender.
yeah i was planing on doing some thing like this

http://img.photobucket.com/albums/v482/str8e180/o0800060010998413866.jpg

http://img.photobucket.com/albums/v482/str8e180/o0800060010998406761.jpg

but ive already got a quad throttle made for it so ill just stick with that

[Imarvin240]

does anyone make the above runner section? I need it for the ve setup im doing in my z...the strut tower walls are wayyy to close to use straight runners.

[jr_ss]

does anyone make the above runner section? I need it for the ve setup im doing in my z...the strut tower walls are wayyy to close to use straight runners.

It looks like a P12 lower section/head flange with an S14/S15 partial lower and Greddy large upper plenum. Fairly simple to fabricate or have someone to fabricate for you. Looks like a good option for keeping some low end trq and adding mid/top end power. It would be interesting to see dyno plots of both styles.

[STR8E180]

It looks like a P12 lower section/head flange with an S14/S15 partial lower and Greddy large upper plenum. Fairly simple to fabricate or have someone to fabricate for you. Looks like a good option for keeping some low end trq and adding mid/top end power. It would be interesting to see dyno plots of both styles.
i dont think its that easy to fabricate, if u take a look at it, its all CNc machined out of billet
main reason for this is if u cut and shut to different inlet runners together u will still need to match port the inside where the join is
how exactly are u going to match port some thing where that weld mark is? i dont know of any die grinder or any thing that can poke in side a curved runner that deep which is why they had it cnc machined out of billet

[Dark Spec]

you can extrude hone it...

[jr_ss]

you can extrude hone it...

Yep...

To be honest, I couldn't tell if it was milled out of billet or not from the pictures, however I still think it can be done.

[STR8E180]

you can extrude hone it...
yeah but i would rather try and match port the join my hand before extrude honing

Yep...

To be honest, I couldn't tell if it was milled out of billet or not from the pictures, however I still think it can be done.
its pretty easy to tell it was machined out of billet u can see the machine markings

[Dark Spec]

yeah but i would rather try and match port the join my hand before extrude honing


im shure anyone would, but when it cant be done by hand its not the end of the world and there are options
but billet is sweet

[Def]

i dont think its that easy to fabricate, if u take a look at it, its all CNc machined out of billet
main reason for this is if u cut and shut to different inlet runners together u will still need to match port the inside where the join is
how exactly are u going to match port some thing where that weld mark is? i dont know of any die grinder or any thing that can poke in side a curved runner that deep which is why they had it cnc machined out of billet

That would be super easy to port match. It's a pretty straight shot.

Just need a long bit and a long adapter for the sanding rolls. Wouldn't take more than 30 mins to get all 4 runners nice and smooth with a decent die grinder powering it.

[7thgearRacing]

^^^ Nice manifold!! i like the short runners

[zaplahata]

yeah i was planing on doing some thing like this

http://img.photobucket.com/albums/v482/str8e180/o0800060010998413866.jpg

http://img.photobucket.com/albums/v482/str8e180/o0800060010998406761.jpg

but ive already got a quad throttle made for it so ill just stick with that

amazing intake ... and i think expensive too ...

[STR8E180]

Powertune black dragon

NO VVL ( still running on small profile cam lobe )

power glide auto

e85

20psi

RUN-IN TUNE!!!! 524hp / 399kw

[paddy155]

STRE8E180,nice build. Just waiting delivery of a ve head for my 180. Looking forward to build when I see these results.

[turtl631]

Ha, gotta love 500+ hp on the baby cam.

[TheRealSy90]

I just don't understand why someone would put all that effort into a vvl setup, and not integrate the VVl crossover. That is where all of the badassery of the vvl head is at!

[59bhp]

Look up hermoltz resonance. It's not exactly rocket surgery to calculate when an intake manifold will provide the best resonance incrase.

It has nothing to do with limiting how high your engine revs, but it does affect where the intake mani is tuned.

but HELMHOLTZ resonance is not applicable (in this application) to forced induction engines.

[turtl631]

What? If that were the case then runner length would not matter at all other than causing increased frictional losses.

[STR8E180]

I just don't understand why someone would put all that effort into a vvl setup, and not integrate the VVl crossover. That is where all of the badassery of the vvl head is at!

Maybe because it's still on it's run in tune
Once engine is run in a full tune with VVL and more will be performed

[rbs14kouki]

Doesnt anyone as a feedback on the xcessive rwd VE int. manifold

Im trying to see if i realy need to buy the mazworx one !!!!

Thanks

[shiftdrift]

if anyone wants that intake made, just send me the materials and i can weld it together.

[mewantkouki]

Just stumbled across this thread. What about using the stock p12 lower runners, and making an adapter/spacer to bolt an s14 sr / greddy upper plenum to? Essentially a three piece manifold. Only thing to worry about would be clearing the hood. A billet flange for each is easy to make using the gaskets as a template. Which I happen to have... lol Holding the s14 sr plenup above the p12 lower it looks as though it is possible. Obviously engine isn't in a car yet so it's difficult to judge height.

[Road2Perfection]

Just stumbled across this thread. What about using the stock p12 lower runners, and making an adapter/spacer to bolt an s14 sr / greddy upper plenum to? Essentially a three piece manifold. Only thing to worry about would be clearing the hood. A billet flange for each is easy to make using the gaskets as a template. Which I happen to have... lol Holding the s14 sr plenup above the p12 lower it looks as though it is possible. Obviously engine isn't in a car yet so it's difficult to judge height.

I'm in the same boat lol, getting the engine soon :)
so gotta start fabricating, also moving into a new garage so we have to make ourselves at home too

[Road2Perfection]

Just stumbled across this thread. What about using the stock p12 lower runners, and making an adapter/spacer to bolt an s14 sr / greddy upper plenum to? Essentially a three piece manifold. Only thing to worry about would be clearing the hood. A billet flange for each is easy to make using the gaskets as a template. Which I happen to have... lol Holding the s14 sr plenup above the p12 lower it looks as though it is possible. Obviously engine isn't in a car yet so it's difficult to judge height.

I found out if you get a P11 or P12 intake, (lower part) cut it right after the fuel rail brackets, then do the same to a S14 lower intake part.
You can buy a Greddy style upper part and have curved runners like the stock S14.
You can then also use the fuelrail from factory on the P12 head.

I want torque, and more torque.
I will be running my P12 engine as a daily during the summers so every bit counts and running all stock internals in the P12 head so won't be revving past 8400 rpm ever, 8000 would be last shift point (at least try to :D)
I also run the chain from the P12, oil pump, chain tensioner, all the pulleys and alike.
I got one issue with the waterpump not lining up.

Before I check piston clearance to valve I need to create a restrictor in one oil hole in the block and machine up cylinder one a bit, had a spark plug that wasn't happy on my sr20det build :P
Will also be running a dual solenoid setup instead of a single that is factory with the P12 head.
Will be posting it all on the FB page in my signature, although I'll try to say my thoughts here!

lastly, I'm a bit worried about the ignition and compression on the pump fuel (European 95 oct), hopefully it won't be too bad, for performance I got flexfuel powered by Maxxecu running E85 which is semi readily available around here.
2nd worry is my too small turbo, a GTX3071R running twinscroll T3 with .86 AR...
my Pistons are already 9.0:1 compression and with the smaller combustion chambers of the p12 head it'll be exciting, but again I'll gain torque.