EXCELLENT!!!!! Those are numbers I like to see!

That's definitely proof that the van turbo can put out WAY more than most everyone gives it credit for. I've been saying it all along but this proves it.

You're still running stock oil and stock fuel right?

 

I'm running stock HPOP and stock fuel pump (for now). Otherwise, I have the ITP pre-pump mods (with "my" Napa pre-pump filter LOL), and the DFA RR kit. The fuel pump is about to go bye-bye for a Walbro GSL392. I'm dropping too much pressure at WOT right now.

EDIT: Jason, my plans for the next step depends on what breaks. If the trans goes, I'll make the trip to Lead Hill. If the motor goes, I guess I'll be looking around here for a block...

 

Sweet numbers Joe. You are saving for a BTS aren't you

 

Lead Hill, Arkansas would be the home of BTS! Now we need to get Joe to make the trip BEFORE the transmission breaks. At those power and TQ levels Joe is living on borrowed time. A LOT of borrowed time. My first trans went with a mere 10k mod


Joe- Nice to see you can make those numbers with the "cheap" DFA RR.

 

I'm trying to figure out why your HP now starts decreasing above 2,400 rpm whereas before it peaked at 2,900 rpm? You stated that...

...but based on this...

...the reason might be a fuel pressure and/or fuel flow that's insufficient for producing the GPH fuel delivery needed at higher RPM to produce more RWHP? The absolute "minimum" GPH needed to produce a given RWHP is given by... GPH={(RWHP)(2,545)}/{(DLE)(DFE)(TE)}={(500)(2,545)}/{(0.85)(130,000)(0.35)}=32.9 gph! Have you "shimmed" the FPR?

Another possibility is that the "turbine housing" on your "non-wastegated" van turbo is moving into the regime of "choked flow" as described below...




...and the above might be the cause of your HP dropping off above 2,400 rpm because on your video the smoke seemed to get noticeably worse toward the end of the runs ...and if airflow is your only problem then the solution is the GTP38R with the 1.15 A/R option below...



This suggests you probably had fuel flow and a lack of airflow ...but it might also mean insufficient ICP to achieve good fuel atomization ...and this can allow the larger fuel droplets to still be burning towards the end of the power stroke which increases the EGT!

If your best run was your last ...then your IC was operating at closer to its steady-state temperature than I previously assumed ...and plugging some new numbers that are more likely to match your run into my EGT equation gives... EGT={(1.2)(MAT)+(19,000)/(AFR)+(100)}={(1.2)(150)+(19,000)/(16)+(100)}=180+1,188+100=1,468 *F ...which is closer to your measured value!

There's a typo in my graph ...the blue dotted curve should say... TQ 36 psig ...I varied the BP in 4 psi increments ...the actual HP vs RPM curve from a dyno for WOT operation typically doesn't follow just one of the "colored curves" because the BP varies with RPM ...so having a grouping of curves allows you to measure your BP vs RPM and step between the curves to get a composite HP vs RPM curve to match your dyno run!

 

Would there be a difference in the numbers if you would have made the runs in Drive instead of OD? I thought we should keep the trans out of OD in doing the Dyno runs. At RRE the dyno operator made us take the trans out of OD for the runs.

 

I know my ICP is okay -- I can see it hanging around 2800-3100 on my Scan Gauge at WOT, depending on which tune I'm in. The fuel pressure is dropping, but it's not like it's running out of fuel, there's still some pressure there, obviously. Had I been thinking, I would've video'ed the FP gauge while on the dyno.

 

One more thing, Gene -- you're probably "used" to looking at DP Tunes. I seem to recall that Tony's tuning peaks and trails off in the upper range, from the dyno sheets I can recall. Does someone have a link to that article (in DP Mag, IIRC) comparing DP, TW, Cale, etc?? I'd like to see how that graph compares to mine.

EDIT: Also, it looks to me in the below vid that the smoke cleans up some during the run. It starts out black as night, then you can see through it. LOL

<embed width="600" height="361" type="application/x-shockwave-flash" allowFullscreen="true" allowNetworking="all" wmode="transparent" src="http://static.photobucket.com/player.swf?file=http://vid370.photobucket.com/albums/oo148/Izzy351/Dyno_031310/Video000.flv">

 

Here is a graph of Tony's tunes on a highly modified OBS. Looks kinda similar:

 

Izz-Man, to quote a furry blue X-man, "Oh my stars and garters!"

Joe, those numbers are definitely a go-home-to-the-wife and say "hello" to her...in the Biblical sense...if ya know what I mean!



Stewart

 

Nice numbers Joe. I just don't have the cajones to turn mine up any more to see what it will do. Hope it holds up for you.

 

Yeah, that was my reaction. But somehow, the wife couldn't care less. LOL

Can't really say anything here, Mike. I know what I'm doing is risky, and I know the consequences, just like you do. Now that I know where I am, it'll be easier to "driver gingerly". LOL

 

You have got to be at about max on that van turbo. Has anybody seen much higher on a van turbo running straight DF?

 

I have not. I say Joe has a good set up with some very fine tunes.

 

Eddie,
You should be able to match, or exceed, those numbers with right tuning and forged rods. You have the 38r and the 1.15. Just get the right tuning and you'd be set.