Now I'm not too good at taking pictures, but I figured some people might enjoy seeing a couple from last night. Thanks Maperformance, it was a good time.
Bad Audio, but eh, you get the point. [YOUTUBE]<object width="425" height="344"><param name="movie" value="http://www.youtube.com/v/NMXZ7kscjzs&hl=en&fs=1"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/NMXZ7kscjzs&hl=en&fs=1" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="425" height="344"></embed></object>[/YOUTUBE]
Wish I brought a camera. My bro took some phone camera footage of my dyno run, but that's about it. I would think some other folks took some more pics/vids.
This was my base line dyno a few years ago, completely stock NA engine short I-Speed's SRS-10 reflash. The dyno was done at LSE. The Blue/Red line is a road dyno plot of my car after adding a throttle body spacer and intake manifold spacer. TBS added smoothness in power delivery, no other change, and the IMS bumped up low end noticable. Numbers seem to indicate what was felt. The Yellow/Green line is after I did full exhaust. A TWE rally prototype long tube header went on, thanks to Section 8, and it has a full 2.5" exhaust, high flow cat, straight through muffler. Nothing else was done, just the exhaust. What's not shown is the bump in bottom end power, a solid 100 lb-ft at idle versus 50-60 lb-ft stock. Throttle response noticeably improved. This is my current dyno run and my new baseline. I pulled the intake off and tossed on a cone filter right on the TB, ghetto I know. :laugh: It's a Blox velocity stack + filter, a nice velocity stack of 6" down to 2.5" and seems to be uniquely available only from Blox. The filter is massive, barely fit. :biggrin: Noticeable gains, noise when the throttle plate is open, and a little better top end breathing. The dyno pull seems to indicate some of this, but I'm also comparing road dyno to real dyno. Raw numbers match pretty well, but it's kind of known the ends are a little off. I'm going to get a current road dyno graph to directly compare with the MAP dyno pull so I have a direct comparison on the same parts. Every time I seem to make more power on every pull. Back at LSE and now at MAP, my best numbers were always my last run. The ECU was never reset, but it has had a good tank full to learn, and I've flogged on it a bit through that tank. :laugh: The numbers are piddly against turbos, but darn good for a NA. More things will get changed as time goes on. Right now it might benefit from a new tune.
You just sort of make it better. :laugh: The two main things you do is maximize flow speed as much as possible without having too much flow restriction (certain "ideal" values you shoot for), and you use pressure wave tuning (engine runs in pulses) to promote air flow. Pressure wave tuning allows you to improve volumetric efficiency. In well designed race engines, you can even exceed 100%, effectively mimicking forced induction. The pressures can be upwards of 7 to 10x atmosphere, so it can do a good bit if you get the timing right. The downside is it can only be done over a narrow band. There are also common aspects like compression, timing, and fuel type that come into play too. Cams are important in how the engine makes power and were as well as how well the engine flows. It's kind of fun and kind of daunting at the same time to think about and figure out all this stuff. The downside is absolute gains are small relative to forced induction vehicles. You can very easy toss a ton of money in and only make a little power. I don't really expect to make much over 160 lb-ft/hp total. That's around stock WRX which isn't half bad. It takes a lot of work and a very refined, very exact setup to really make any serious power. Zzyzx's 300hp NA is an extreme rarity, a $$$ rarity.
lol, you guys are welcome for me creating a thread and have the conversation have nothing to do with it. j/k, I dont care
