AWD Dyno Session May 17 2000
Zürich, Switzerland
Last updated on 6/27/00
This page shows the base dyno results before the big upgrades have been installed. The dyno is the same as on the sessions in 1999 and the results are fulyl compareable.
IMPORTANT NOTE :
All power figures in kW (Kilo-Watts) on the sheets are calculated from the power measured at the wheels plus the loss from the drivetrain/wheels (also measured on the dyno). The result is engine power in kW. All hp figures are SAE corrected horsepower calculated by (kW * 1.36 * 1.123)
The torque figures are measured and shown in Nm (Newton-Meters). All lbs-ft figures are calculated by (Nm * 0.738)
Also
please forgive me only to present the european figures but I'll
add the converted/translated sheets soon as it's only a matter of
time :)
The setup for the base dyno was :
| Boost |
1.14 kg/cm2 steady (1.12 bar, 16.2 psi) (dyno showed less) |
| Turbos |
13g, stock in european cars |
| Ignition |
MSD DIS-4, no retard set, limiter at 7200 |
| Fuel System |
ARC 2-GP MAF conversion / fuel controller 720cc RC Injectors Denso high flow fuel pump |
| Air Induction | Adapted APEXi Air filter (Supra TT) |
| Exhaust |
stock ex.manifold stock pre-catalyst converters stock downpipe stock main catalyst converter stock cat-back |
| Misc. |
Greddy Type S BOV (vents back to the intake) ERL Water Injection enabled |
Dyno Results
The dyno run included 3 pulls, where the first one was with the DIS-4 as well as the third one. The third one has not been printed ecause the difference was not visible (below 5hp is a typical dyno tolerance of up to 5% !). All pulls are made with the closest 1:1 gear (4th for the 3 speed cars).
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Click on the graph to get the large version (40kB) |
1 st pull At 08:12 AM the weather was cold enough and the temperature at the intake (external probe from the dyno) showed 26°C (78.8°F) in the dyno room. The result was : 395 PS DIN @
5660 rpm (443hp SAE) Please note, this was with at a measured boost of 1.14 kg/cm2 peak BUT the dyno measured much less boost in bar. This is probably due to the very long line as well as the different location it was measured. Therefore the curve should be increased by 0.07 bar (1 psi). Beside of that please note how the boost curve starts to falls off at 4800 even with the 13g. I'm sure that this is due to the lack of cooling on teh dyno what causes a way too hot discharge temperature and inefficient intercooling. Even the water got hot very quick so WI could not cool it down enough. |
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Click on the graph to get the large version (16kB) |
Datalog On this pull, the car experienced some knock and the timing got retarded right above 4350 rpm. The water injection was not able to clear this up put knock was kept below a sum of 25 where damage can be happen. Note the very high O2 sensor reading of up to 1.02V in low area below 4400 rpm. Even above this rpm fuel was still at a very rich level and even at this high fuel level including Water Injection knock appeard. Look at the timing where one can see that it started to retard right after knock started to appear. But it wasn't decreased mroe than a ferw degrees because our ECU tries to retard the timing to PREVENT a further RISE of knock and not to eliminate it ! Interestingly, my timing data is still much more advanced than on cars that did the same logs. |
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Click on the graph to get the large version (40kB) |
2nd pull At 08:23 AM the weather was still the same but our hot wheels on the four drums showed an increase at the intake to up to 33°C (91.4°F). The result was : 390.3 PS DIN @ 5660
rpm (438hp SAE) Please note, this was with at a measured boost of 1.14 kg/cm2 peak BUT the dyno measured much less boost in bar again due to the same filter as on teh first pull. Also note the difference in the lower area caused by the increased heat and the lack of cool-down. Especially tourque was much lower in this area. Unfortunately, the water in the tank infront of the radiator got really warm (not hot but too warm) and the ability to take heat away was not given that good anymore. It works much better on the street ! |
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Click on the graph to get the large version (16kB) |
Datalog On this pull, the car experienced again some knock but a little later and less in the beginning as before. We runned the car immediatly after the first pull to simulate the higher temperature and to increase the knock. Interestingly it stayed the same amount and looking at the timing curve explains why : The ECU already learned and took the timing 1 -3 degrees down. As there was no knock it started to advance the timing a little until knock started. This really shows how th engine adapts for any "bad" situation and comes back to normal over the time if the problem doesn't exists anymore. Again, the O2 sensor readings are way too rich but leaning out the mixture caused an increase in knock. Due to this the plugs looked really fooled afterwards and I will retune the fuel injection for the street again. Reading the injector pulse time and converting it to IDC shoed a max value of around 52%. This tells me that there is plenty of room left for more power. |
Conclusions, findings, personal thoughts and experiences
The more we run on the dynos the more we learn how important a good cooling is. We try to adapt this by leaving the hood open but the ICs do not really work good as well as the water for the WIS (located infront of the radiator) heats up too much.
The power produced is very good and the tourque as well. I'm positive that there would be more power if the knock problem is solved as well as the ultra-rich settings has been taken down to an acceptable level. On the street the behaviour is very different and I haven't seen such an extreme rich condition as well as I've seen no knock at 1.14 kg/cm2 of steady boost.
Compared to the earlier dyno runs the main difference is only the higher boost. No difference in the power band, nor in tourque and this is with the total stock exhaust. This again proves that an aftermarket exhaust only makes sense for less weight, better spool-up and less backpressure but doesn't give a real power.
Another interesting finding is the recorded bosot that continously falls off after 4800 even with the stock 13g the european cars have. Look at the time scale below the log and you can see that the car has been tested in 4th gear under full load from 1400 rpm on. This causes the discharge temp to increase at the level where it runs out of steam, at a calculated 5200rpm. You can see that bosot doesn't really fall off a lot as at 6000 rpm it was still at 1 bar on teh graph and about 0.8 bars higher on the boost controller. I'm sure that other turbos in the size of 15g will solve this problem.
Knock was always there with full WIS or with increased fuel. I had no chance to get rid of it ! I reall wonder how this would look with larger turbos and different intercooling.
Right now the car is under heavy modification procedure and I hope to make it running on the dyno very soon. Of ocurse, I will report back when it is done.
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