Last week I was able to get the drag car on the Monkeywrench dyno for the first time with the new 2.0l setup. This is identical to what I was running last year externally, just the 2.0 crank, grp alum rods, and 9.5:1 wiseco pistons. I was there to gather data, but was able to turn up the wick a little bit.

This was 44psi on an 82mm inducer Borg Warner turbo, burning ethanol and through the auto trans:


These were just 4-sec pulls, so it appears to spool lazier than it really does by the plot. It will make 27psi at 6200rpm and probably more as we saw that in the first pulls of the day that we were cutting off at 6200. It also probably has another 20psi to go. I'm very happy with the numbers.

I have a ton if data to finish processing still. Included in what I will share is some intake port dynamic pressure data, taken at 60kHz. I only have that up to 24psi boost, but it still appear a very interesting. I also have cylinder pressure on #4, and I will share some of that data later as well. That requires way more data processing than the port data.

Kevin

Amazing numbers. You're work and drive to learn from your hobby is truly inspirational. Congrats!

Good stuff Kevin, interested to see your other data.

Awesome! Like said previously, you really are an inspiration, especially to us fwd guys

"Through an Auto Trans"

Daaaaaaamn thats a lot of power. Very nice.
I'd say you got the right turbo for the job, thats a monster! Twin scroll t4?

Very nice numbers...id assume over 1000whp with a manual trans? Looking foward to other data as well. Nice job.

Wonderful!

interesting animal. thanks for posting

This should be over 1000whp through a 5spd, potentially closer to 1050-1100whp. I'm still not done processing the other data, but it is still coming.

Kevin

Kiggly: What type of AT are we talking about? Like a fully built Metro/IPT-style? I am sure it has your clutch pack in it but what else, in general, was done to make it handle so much power?

I built the trans, it has my 5-friction front clutch pack, shot peened gears by TRE, and the spline on the kickdown drum has been hardened. Aside from that, I'm running a 911turbo diff as the front diff and custom axles.

Lots of things in the valvebody have been changed up a little, but all the basic premises are the same as I have in the tech section on my website. I am running about 270psi line pressure, which does require a different regulator spring. Pressure control and lockup functions are plugged.

Kevin

I'd be interested in this whole 911 diff your running.

Thanks for your input and keeping us posted on what you're doing Kevin. You are among the elite in the dsm world for sure and you help us all in your quest for power through your own r&d. Good luck and keep up the great work!

^Agreed.

Thank you for everything you have done, it takes a great person to do what you have done and an even bigger person to improve a community of thousands for free.

Very impressive and interesting post Kevin. This was only on 27psi of boost. Did you have to modify anything to run the 911 diff?

More info on the axel is it like the 930 setups for desert racers?

This was on 44psi. You can bs-check any dyno numbers by the torque vs boost. 5-speed 2.0l cars will see about 9.5-10ft-lb per psi absolute pressure in the manifold. Autos will be closer to the 8.0ft-lb per psia. Anything very much above this is probably bs.

The inner joints are 930 with a larger spline and the outers are a little bit bigger yet. The 930 diff was a relatively difficult fit with machining required in the case and a custom pass side bearing cover for a larger bearing. The driver side of the diff had to be heavily machined to fit and turned down for a different bearing. It also needed the ring gear remachined for a new pilot, clamp surface, and bolt pattern. It is not even close to a viable swap for most.

Kevin

kiggly said:

This was on 44psi. You can bs-check any dyno numbers by the torque vs boost. 5-speed 2.0l cars will see about 9.5-10ft-lb per psi absolute pressure in the manifold. Autos will be closer to the 8.0ft-lb per psia. Anything very much above this is probably bs.

The inner joints are 930 with a larger spline and the outers are a little bit bigger yet. The 930 diff was a relatively difficult fit with machining required in the case and a custom pass side bearing cover for a larger bearing. The driver side of the diff had to be heavily machined to fit and turned down for a different bearing. It also needed the ring gear remachined for a new pilot, clamp surface, and bolt pattern. It is not even close to a viable swap for most.

Kevin

Click to expand...

Very interesting. I don't know how you ever figured that out and got it to work. Thanks for sharing the recipe even though it is out of most of our leagues.

kiggly said:

Last week I was able to get the drag car on the Monkeywrench dyno for the first time with the new 2.0l setup. This is identical to what I was running last year externally, just the 2.0 crank, grp alum rods, and 9.5:1 wiseco pistons. I was there to gather data, but was able to turn up the wick a little bit.

This was 44psi on an 82mm inducer Borg Warner turbo, burning ethanol

Kevin

Click to expand...

S400SX turbo thats a big MF! 44psi Jeez!!!

Nice numbers! We are all looking forward to the car making passes on the new setup.

I made it to the track last weekend and everything is showing good promise, but I do have a couple hiccups to sort. I'm loosening up the converter as I saw some compressor surge on the 2-3 shift. I'm way off the surge line to the left, so it makes sense.

I shortshifted it on the first pass and it will actually pull the engine down to about 6800rpm and the turbo didn't fall off from the 40psi it was making at that 1-2 shift. The looser converter should fix this and I don't need this thing ever pulling down that low anyway. Peak VE is at 8000rpm.

Good proof here why we go to the track and don't just look at dyno results!

Can't wait to see her flying at the shootout again! One of these days I'll actually meet up with you at Milan though.

What converter are you running. Got My Bradco and it is too tight for my altitude, really need a converter company that has a handle on the dsm's, like Chance and Pro Torque do in the domestic world.

Sean, are you running the thick, John Deer fluid ?

I'm running a precision industries converter, it is a 2g trans. The converter is a #6 sprag less. Slip up top is phenomenal, about 3.0% at 10k. I'm going to the #7.