Actual Dyno numbers

[gucciboy]

Seems that there is a growing number of us with turbo or superchargers and I have not heard many people talk about getting on the dyno. I myself just finished my sled and have not had a chance to get it on the Superflo.
So who has? what are people seeing? is the number close to what we think these things are capable of?

 

[jornab]

A friend of mine took his -03 rx1 mcx rear mount turbo to the dyno, and it peaked at 240,7 hp. Mcx promises 240 so thats good. I will change the pistons in mine and then do a dyno.

 

[rxrider]

My MCXpress turbo installation manual says the kit will make about 235 HP at about 10 psi, reading 240+ is looking quite good to me. No BS in their advertising. MCX have a SuperFlow SF901 inhouse.

Last time we went to dyno my friends Apex MCX400 it made 322 HP on 14 psi. Later on that day Erik at MCX adjusted the sled for max hp and on the last dyno session the Apex was making 377 HP at 20 psi. Dyno sessions were done with no correction factor added into the software, hp was what the engine made on that day on the dyno. Compression ratio was 9.0:1 and running on Sunoco GT+ 104 (US) 109 (Europe).

EDIT: Testing conditions
Close to sealevel, dry and cold outside air, inside temps not sure but around freeze in the dyno room, snow covered Intercooler, fan blowing cold air onto the Intercooler.

EDIT: A little about the MCX400 turbo
The new MCX400 turbo is something that cannot be bought anywhere except at MCXpress, reason is that it is made with parts out off 2 different turboes from the car manufacturers, Audi and Volvo. The exhaust turbine housing and the middle part of the turbo is from Volvo, the compressor part of the turbo is made by Audi. It has integrated wastegate. The air compressor side is way bigger than on the Mitsubishi turbos used in their advertised kits.

 

[Climbmax]

Which companies supply dyno sheets?
Boost is not boost.......kits differ with turbo brand/hardware/software/headers and intercoolers.
Like to see others put up their numbers..........I'm sure we would all be in for a suprise.......good and bad both.
CM

 

[mulot30th]

Here are all my sled dyno results so far:

January 2006:
Bone stock apex mountain:
143 hp
bone stock 2003 rx1 mountain
133 hp



February 2006:
Bender rear mount GT25 kit on the same apex mountain:
180hp at 8 psi
205hp at 10 psi
221hp at 12 psi


march 2007:
2003 Rx1 mountain with twinscrew blower at 12.7psi and stock compression
242hp (12-1 afr 110 octane)

april 2007:
2003 Rx1 mountain with same blower but JE 9-1 pistons and running too rich and too much octane:
220hp (10.5-1 afr 110octane)

Apex mountain with boondocker gt28rs turbo @ 18psi with bone stock engine and arp studs and strait C16 (117 octane which was too much):
195hp @ 12psi (10.2-1 afr strait c16)
240hp @ 15psi (10.5-1 afr strait c16)
287hp @ 18psi (12.0-1 afr strait c16)



more than probably I will have the lowest hp results by far on BOTH my machines.... too weird! :ORC

 

[HAMMER]

Tons of variables to consider in making hp and putting it to the ground.

People are interested in "dyno" results

...BUT...

People are more interested in actual results in competition.

----------

(old TY "dyno" thread)
http://www.ty4stroke.com/viewtopic.php?t=14703

----------

I will have the lowest hp results by far on BOTH my machines

Not necessarily true!!!

Courtesy of DYNOTECH
http://www.dynotechresearch.com/techarticles.asp

Boondocker GT28RS on a Stock Yamaha Apex with 9:1 JE pistons
VP C16 provided all the octane necessary to tap out the Garrett GT28RS

12.5 psi boost (pump gas safe with the 9:1 pistons for reasonable lengths of time)
RPM.........Tq.......Hp......AFR.....CFM
10300 -- 119 -- 233 -- 11.7 -- 298

13.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10900 -- 125 -- 259 -- 12.1 -- ???

17.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10400 -- 141 -- 279 -- 11.7 -- 353

20.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10100 -- 161 -- 310 -- 11.5 -- 386

26.0 psi boost
RPM.........Tq.......Hp......AFR.....CFM
10200 -- 181 -- 352 -- 11.8 -- ???

Strait C16 (117 octane which was too much)

Detonation is a form of abnormal combustion. Combustion is abnormal when a second or third flame front(s) appear in the chamber. Normal combustion only has one flame front that appears near the spark plug and crosses the chamber at 30 to 100 meters per second without misfire. The octane rating of a gasoline primarily controls the amount of heat the fuel can tolerate before a second flame front can get started. Some persons have described Octane Rating as the relative speed of combustion. In other words they believe octane governs how fast a fuel burns. This is incorrect. The speed of combustion, just superficially, may or may not decrease with higher octane in the standard methods of fuel testing in a C.F.R. research engine: Motor, Research, Aviation or Supercharged. The speed of combustion is more a factor of the ingredients of the fuel and the actual compression ratio in the engine being tested. All fuels will vary.

 

[pro116]

Again altidude plays a huge factor in dynoing. You can see big or los ofhp from state to state depending on the elevation

 

[HAMMER]

 

[pro116]

Great Info Hammer!

 

[FASTSLED]

turbo sled

benji, how lite did it come in at terry

 

[mulot30th]

Tons of variables to consider in making hp and putting it to the ground.

People are interested in "dyno" results

...BUT...

People are more interested in actual results in competition.

----------

(old TY "dyno" thread)
http://www.ty4stroke.com/viewtopic.php?t=14703

----------

I will have the lowest hp results by far on BOTH my machines

Not necessarily true!!!

Courtesy of DYNOTECH
http://www.dynotechresearch.com/techarticles.asp

Boondocker GT28RS on a Stock Yamaha Apex with 9:1 JE pistons
VP C16 provided all the octane necessary to tap out the Garrett GT28RS

12.5 psi boost (pump gas safe with the 9:1 pistons for reasonable lengths of time)
RPM.........Tq.......Hp......AFR.....CFM
10300 -- 119 -- 233 -- 11.7 -- 298

13.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10900 -- 125 -- 259 -- 12.1 -- ???

17.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10400 -- 141 -- 279 -- 11.7 -- 353

20.5 psi boost
RPM.........Tq......Hp.......AFR.....CFM
10100 -- 161 -- 310 -- 11.5 -- 386

26.0 psi boost
RPM.........Tq.......Hp......AFR.....CFM
10200 -- 181 -- 352 -- 11.8 -- ???

Strait C16 (117 octane which was too much)

Detonation is a form of abnormal combustion. Combustion is abnormal when a second or third flame front(s) appear in the chamber. Normal combustion only has one flame front that appears near the spark plug and crosses the chamber at 30 to 100 meters per second without misfire. The octane rating of a gasoline primarily controls the amount of heat the fuel can tolerate before a second flame front can get started. Some persons have described Octane Rating as the relative speed of combustion. In other words they believe octane governs how fast a fuel burns. This is incorrect. The speed of combustion, just superficially, may or may not decrease with higher octane in the standard methods of fuel testing in a C.F.R. research engine: Motor, Research, Aviation or Supercharged. The speed of combustion is more a factor of the ingredients of the fuel and the actual compression ratio in the engine being tested. All fuels will vary.

those are pretty much corresponding to numbers I would expect on mine if afr and fuel octane were matched to boost assuming 9-1 compression...

I must guess boondocker turbos dyno somewhat lower then

 

[Need for Speed 2]

intercoolers play a part in the equation once boost levels start to reach 25#and up i wonder if some flow bench work on the head woulnt become a viable option or better option. engine is an air pump make it pump. also a camshaft compare on someones dyno would be interesting on boosted engines

 

[Remmy]

From what I've heard, the stock head becomes inefficient past 20-22 lbs. (turbulence) for what it's worth.

 

[KnappAttack]

Boondockers have a real poor header design for making power. Very poor. Not to mention you have a ton of compresion out of that engine. Thats not to efficent either. Most impressed with the CPR front mount for power on the dyno and most important the results in the field. 265 HP on new engine last year, three factory gaskets on stock engine at 12 lbs. running 92 octane pump fuel. This year I'll only re-tourqe stock gasket down and run it at 7.5 lbs. 265HP is fine for lake, but for the trail is just tooooooo much. Mountain stuff is a little different, you need the power for the hill in the deep, as well as the higher altitude.

 

[mulot30th]

Boondockers have a real poor header design for making power. Very poor. Not to mention you have a ton of compresion out of that engine. Thats not to efficent either. Most impressed with the CPR front mount for power on the dyno and most important the results in the field. 265 HP on new engine last year, three factory gaskets on stock engine at 12 lbs. running 92 octane pump fuel. This year I'll only re-tourqe stock gasket down and run it at 7.5 lbs. 265HP is fine for lake, but for the trail is just tooooooo much. Mountain stuff is a little different, you need the power for the hill in the deep, as well as the higher altitude.

I agree on the header design... that is a compromise.... but for those (like me) who want to go sidemount that is the only option so far.

The higher compression, I understand its possible to 'better' fill the cylinders with lower compression... but my results so far regarding high vs low compression have shown the opposite. Just take a look at my rx1 numbers... okay I dynoed it richer the 2nd time... but it will probably get to 230 or so hp with correct tuning. and it made 242hp on stock compression with the very same supercharger.