Thread: HCR sr20de build dyno runs.

Those charts didn't show the full dyno run. The place I was dynoing at were horrible dyno operators with a crappy RPM lead that kept cutting out. When the graph was viewed as horsepower in relation to speed my peak HP was 185. when it was viewed at HP and RPM the graph cut out well before my redline of 8000 RPM which didn't show my peak HP. I was just estimating that I could possibly be up in the 190s now. Since the initial Dyno I switched from a hotshot 2.25" header to an SSAC 2.5" header, and also tuned the AFR with an SAFC to run a 13.1 at WOT. That and what I've heard from a lot of engine builders who have told me that just breaking in an engine can free up a few horses as everything wears in and seats led me to my estimate. Unfortunately lack of funding currently is preventing me from any new dyno runs anytime soon.


My first ever trip to the track with the build netted me a 14.436 with a 60' of 2.3 seconds. That was over a year ago


30000 miles and 1 year later, I went to the track and managed to cut a 14.4 with a 2.26 60' time on All season street tires. That was WITH a silencer in my tailpipe even. I could have done better if I wasn't too lazy to take out the silencer. It was choking my car up top because my trap speed was 1 mph slower then last time, but with similar ETA.

At least I know she hasn't lost anything.


And for everyone asking, yes she is daily driven no problems whatsoever. I am running 93 octane with no pinging or knocking, and it has never overheated even on the hottest days of summer.




edit: and for anyone asking, I think there is a dyno meet coming up in the next few months. Maybe I can scrape up some cash and get a updated dyno sheet for Benfenners thread. Hopefully she won't come up with less then what I started with.

i demand pics !

stratton.

Nice to see you still got the car.

damn 30k later must be one hell of a daily driver

SO with some drag tires you should be in the 13's right? I'm not a drag guy so I'm not sure what kind of improvements drag tires would make.

Not bad for a lowly DE

A/S tires, FTW! Can't believe pulled that kind of time on tires that probably push 400 wear rating. Get something stickier down 100-130 or at least a pure summer tire ~180-200 and watch that time drop a LOT.

Just curious when you had your JWT ECU how did you integrate the SAFC and why? Were you running rich/lean up top, or just looking for better control, or ? Looks like BC Stage 3 cams are very close to my JWT C2's with 0.500" and 272/272 vs. 275/275 with same lift. Of course the lobe profile could be different, etc.

What did you use for springs? Two main reasons besides life in general why my C2's sit in a box instead of in my JDM 10:1 motor in my SCC car (other B13 car already had S3's, not impressed), besides cost of Ti springs:

[INDENT]1) SCC managed 161 whp/137 ft-lbs with peak hp at 7300 rpm in the original USDM motor with ~100k miles on it. For them that was a peak improvement of +37 whp, but the JWT ECU is tuned for 91 CA gas, and maybe that hurt them. The also ran smaller HS header than my current SSAC. Not overly impressive, not compared to what I have today (better baseline than they did) -

2) I am already running 141 whp @~6500 rpm/122 ft-lbs at ~5400 rpm. ~+20 peak hp up top with a significant shift into the higher rpm to get there isn't attractive. Also even with the power starting to drop around 7400 rpm, it hits peak and stays pretty flat from 6200 to 7400 rpm. That makes the power very usable across a wide range of rpm you tend to use on the road courses w/o making any sacrifice as a DD. [/INDENT]

If I just stay "in-class" for Time Trial/Time Attack reasons I need to address some richness in the upper range which probably hides a peak power at least 145 whp with the stock JDM motor's cams.

Bottom line is in my mind I want to be able to reasonably expect 170-175 whp with the C2's in the 10:1 motor or it's not worth it, and not going to be competitive in-class. I'd also like to see it making steady power to 7500-8000 rpm, despite my dyno cut it actually pulls strongly to 7800 rpm (8000 indicated) before cut-off (just protecting against missed shifts, etc.). I also don't want to drop the $$$ on springs and retainers and a new ECU or SAFC or both, not when that plus the cam cost will approach or pass the current going rate for a decent VE motor.

Also any and all suggestions welcome

TIA, sorry if asked and answered re:springs and your change to SAFC, I didn't find it. Nice results!



Rich up top, not what I would like to see:

I dont think its very good idea to run C2 on stock 10:1. I would rather spend money on SR16VE pistons and have gains in all rpm over top end power.. maybe for drag racing, but for road racing i would vote for higher CR.

Yeah that's kind of my dilemma. I have decent power for stock internals from 5000-7500 rpm, but bumping up only the top end at that cost has me shaking my head...

^Superblackz - Drive the car till the motor has had enough. Then go VE . This is what I'm going to do.