Originally Posted by
SR20GTi-R Car needs to be re-dyno'd.
Has nothing to do with tuning, header or intake manifold. There is no magic trick involved espcially dealing with a "mostly stock motor".
Dyno faults happen all the time. Delays in weather station readings, inlet temp etc can cause inflation in #'s. I would rather fix the issue and verify before my name goes out there to be giving out false dyno #'s.
Issue is being looked into by dyno dynamics as we speak.
I have to give SR20GTi-R credit for being upfront about the possible calibration problem with this particular dyno.
Early on, I had my doubt about the #s coming from the big bore builds and this 2.0 engine. I have no problem with the hp power figures, but it was the peak torque figures that raised a red flag for me. Like others have mention, to make high hp all you have to do is to maintain the torque at a higher rpm, but peak torque is a measure equivalent to volumetric efficiency. To put it into to perspective lets look at some high performance engines.
The highest torque per liter for a production car is from the new Ferrari 458 Italia at 89 ft-lbs/liter or 400 ft-lbs/4.499 cc.
Racing engines:
2006 F1 2.4 liter, 214 ft-lbs peak torque= 89 ft-lbs/liter
2006 Nascar 5.87 liter, 520 ft-lbs peak torque= 88.5 ft-lb/liter
Prostock 95 ft-lb/liter
As you can see, the Prostock engine is the king of NA engines excluding Diesel and Rotary.
Remember, these figures are at the crank.
Now lets look at the big bore VE making 234ft-lbs at the wheel, 234 ft-lbs/ 2.4 liter = 97.5 ft-lbs/ liter, that figure would shame all the all out racing engines. This is where I have my doubts.
In order for a NA 2.0 VE to make the same 97.5 ft-lbs/liter, it would have to make a peak torque of 195 ft-lbs at wheel, not possible.
Other than the dyno dynamic being off, I think you guys are doing a great job.