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Old 11-28-2017, 07:51 AM   #407
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Old 09-30-2018, 07:14 AM   #408
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Horsepower/Torque Numbers at Boost level: 865rwhp 727rwtq
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Old 09-30-2018, 09:48 AM   #409
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Quote:
Originally Posted by fofoss016 View Post
Turbos:62/62 AGP
Motor (CI): forged piston
Cam: BTR II TT cam
Trans: ZL1 A6
Fuel System: Agp duel Walbro 450
Meth: m1
E85: No
Horsepower/Torque Numbers at Boost level: 865rwhp 727rwtq
What boost level?
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Old 10-01-2018, 05:48 AM   #410
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20 psi
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Old 10-01-2018, 07:25 AM   #411
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20 psi
Seems like a lot of boost for that power level, I made 835 RWHP on 13 psi on E-85 a few weeks ago on a whipple 427 combo.

I would have expected you to be around 15-16 psi
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Old 10-01-2018, 08:59 AM   #412
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Old 10-01-2018, 11:31 AM   #413
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Quote:
Originally Posted by JANNETTYRACING View Post
Seems like a lot of boost for that power level, I made 835 RWHP on 13 psi on E-85 a few weeks ago on a whipple 427 combo.

I would have expected you to be around 15-16 psi
Hey, Ted. Got a lingering question about turbos and dynos (not meaning to sidetrack this thread here but...). Seems to me the RWHP is inflated for dynos when using the correction factor on turbos. For me and the altitude dyno'd at, the correction factor puts me at 945rwhp, but I know that my 1/4-mile run trap speed puts me at 735rwhp (to the ground) way up here mile high, and then some, altitude. If I were to dyno at sea level, I'm pretty darn sure the dyno and my motor would not spit out 945rwhp on the turbos. So, here's the golden question: what is a more representative correction factor, say per 1000ft, for turbos compared to SC/NA cars on a dyno.
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Old 10-01-2018, 11:50 AM   #414
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Quote:
Originally Posted by dreksnot View Post
Hey, Ted. Got a lingering question about turbos and dynos (not meaning to sidetrack this thread here but...). Seems to me the RWHP is inflated for dynos when using the correction factor on turbos. For me and the altitude dyno'd at, the correction factor puts me at 945rwhp, but I know that my 1/4-mile run trap speed puts me at 735rwhp (to the ground) way up here mile high, and then some, altitude. If I were to dyno at sea level, I'm pretty darn sure the dyno and my motor would not spit out 945rwhp on the turbos. So, here's the golden question: what is a more representative correction factor, say per 1000ft, for turbos compared to SC/NA cars on a dyno.
I often see over correction at high altitude, it should be very close to 3% per 1000 Ft DA I have seen as high as 5%.

Your trap speed and vehicle weight is the most accurate real number.

Just like your dyno numbers ACTUAL will go up at sea level your MPH will go up at sea level.

Ted.
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Old 10-04-2018, 03:40 PM   #415
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Yeah. Over correction on turbo setups isn't uncommon.

A correction factor is normally factoring in the lower air density and what should then be less power (and is on an NA or SC setup) due to less oxygen, but depending on how a turbo setup is being controlled it's completely possible for that type of setup to still target the same amount of boost and/or airflow, even if that means the turbos have to work a little harder, with no input from anyone. So, they effectively make up some of the difference in airflow on their own depending on how they are controlled

If you do that AND also add in a normal correction factor on top of it it can be unrealistic numbers in the end
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Old 10-11-2018, 11:01 AM   #416
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To the guys with a 6 speed auto stock displacement motor with twins, what rpm stall converter are you running?
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Old 10-11-2018, 11:05 AM   #417
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3800rpm CircleD works well for cars to really hit on good tires
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Old 10-11-2018, 10:26 PM   #418
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Stock stall. 1.85 60' FTW. No broken drivetrain parts.
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Old 10-12-2018, 05:42 AM   #419
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Old 02-14-2019, 02:43 PM   #420
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