Big 16g Dyno Graphs and Comparisons

[ForcedNduckshn]

Hello everyone, I haven't posted in a while, but I went to the dyno a few days ago and here are the results:

Noteworthy parts of my setup:
Stock 172,000 mile 6 bolt, stock 1990 cams
Big16g Turbo w/ Ported Turbine Housing Inlet
Griffin Bar/Plate FMIC
Hacked 1g Al-Blaha style Mas


Tuned with an AFC, Stock ECU, Running 550cc Injectors and stock fpr, BPR7ES Plugs gapped at .032", 93 Octane:

I tuned for around 11.5-11.8:1 A/F, trying to make some power while still keeping knock counts down. Note that the first run was @19psi, the last was spiking at 21psi at hit (~3500rpm) and falling back to 19psi by redline. I did not log the car while on the dyno, however the same setup a month earlier, with the exception of the 14b, (still @20psi) returned 8 counts of knock @ 6000rpm, yet still produced 17' of timing. I think this is due to the ECU seeing a bit less air because of the Blaha-Mas. Any thoughts? But I would assume that the same setup, with a slightly more efficient turbo would return less, if not similar knock/timing information. Here are the comparisons of my 1st and Last runs:

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I'm happy with the results, its what the car should make. Pulls pretty nice now. But you can see on the graph that my torque falls off a bit more then I think it should...I'm only making about 250lb-ft around max power (5800rpm)...My guess is that it's computer related, from timing being pulled. As I said earlier, there is a good chance a log will reveal some knock counts, so I will have to deal with that sooner than later.

Also, the fuel curve is not as flat as I would have hoped. However I think this might be due to the fact that my car is dropping counts (not sure what you guys on dsmtuners call it ) but my stock MAS is basically "freaking out" under boost. Once the boost comes on, the airflow readings fluctuate violently back and forth, which obviously isn't the best thing for tuning! If you look at a log on the AFC, reading airflow, it looks like a heart monitor.

-On a side note, to be complete honest, part of my motivation for this thread was to gain back some reputation that I lost after making a video post (by mistake of course) that was against the forum rules. So, if you enjoyed this post, or any insight/information that it provided, please give me some positive reputation points.

Thank guys.

Nick

 

[biglady112]

Looks very nice. With a small 16g and dsmlink, my friends pump gas numbers were 288awhp and 315tq. Sounds like it is right were it needs to be. This was at about 20-21psi.

Steven

 

[ForcedNduckshn]

Thats very cool. Were those numbers on a stock 6 bolt? 93 octane I assume? Having DSM link with the ability to control timing was probably the major factor in making that kind of power. What kind of timing advance were you running?

 

[sbiggi]

If your airflow signal looks like a heartbeat monitor, then you are still overrunning the MAF.

Time to upgrade to a 2g maf or gm/maft.
You will get alot more power when your computer has a nice airflow signal. I bet your timing jumps all over the place.

-Seth

 

[biglady112]

At the time it was a 120,000 mile stock 7 bolt. 1995 GSX of course. He was seing 18-19 degrees advanced. His air/fuel was all crazy. Below 10:1 in the upper rom range. But where peak torque and power were made it was all running well. On low boost his car can't get a flat air/fuel curve. On race gas and more boost it smoothes right out. Car now has almost 130,000 miles and still going stronger than ever. 91 ocatane with a MAF-T as well as dsmlink.

Steven

 

[92awdgsx]

This is mine. I'm running a 2g mass on mine.

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This was at 21 degrees of timing and 22psi on 93 octane.

 

[ForcedNduckshn]

Big Lady - Thats very cool dude, alot of people I know make very similar numbers to Big16g cars on stock engines. This doesn't really surprise me though, as the compressor maps are nearly identical...essential the big16g can flow a litte bit more before choke zone. To be honest, in the mid range, the car doesn't feel any different than my 14b did @20psi. After 5000rpm though, the B16g pulls much harder...I picked up a solid 20whp between 5 and 6k. I think the power comes more from the larger 7cm turbine housing, as opposed to slightly more efficient/higher flowing compressor wheel.

Steve- I am gonna stick with the 1g mas until I upgrade to the new BB 60-1 they sell with a mitsu-style turbine housing from slowboy. I will be running a gm maf/t with the car...(I actually already have it in my garage, but I want to run it in blowthrough and I am waiting for the up-ic pipe to come in)

92awdgsx- nice numbers, I bet the torque numbers definitely come from a nice hit @ 22psi Also, it is interesting to compare the power curves... You make max power at what appears to be just past 6100 rpm, whereas I make max power around 5800. This is probably due to the larger 91-94 exhaust cam. 22 degrees advance? Sounds like your car is running mint. Did you hold 22psi to redline? External Gate? I am running a ported internal with 34mm flapper....yet it still fell back a bit by redline (roughly 19psi).

Also, did you intentionaly tune that lean? Looks like right in the meat zone, you hover over 12.0...are you sure you're ok there on pump gas? I am sure youre keeping tabs on the knock logs right? And did you run your 13.1 @103 on that power?

 

[92awdgsx]

My boost slowly crept back to about 19psi. I'm also running internal gate, but the wastegate hole is bored out to about 34mm with a 38mm flapper. Yes I tuned it to that a/f intentionaly, its not really that lean. I just checked my log from that run and the most timing I saw during that run was 24 and it backed off to 19 at the end with no knock at all. The 13.15 was run on my 14b, I never ran it with my 16g at the track. I think I was somewhere around 230whp on that run. I never dynoed it with the 14b.