Im not saying anything about what a RUF 520 or 550 package is producing. However, now that you brought it up, Let's say the 520 is producing about 550 flywheel hp...then my guess would be that it is generating about 453RWHP. Is that hard to believe?

In terms of whether or not it's equal to Stage 2 or 3...who knows? LSM in his stage II dynoed near 550FWHP...so where does that leave Stage3?

I do know that I generated more power and torque than an FVD stageIII with K24s, exhaust, etc.

 

Multiply the flywheel number by .87 and you will be real close to the rear wheel number. Just need to be comparing the same standards....SAE Corrected, SAE Standard, DIN ????

 

Stage IV=500AWHP (ken and Tony)....

Sean in his RUF 550 was near that number as well. According to Sean, he did say the GIAC IV was faster?

 

I believe EVO uses DIN so you need to reduce the number by an additional approx. 1% to compare to SAE Corrected.

 

You need to compare the cars side-by-side. HP comparisons are not going to say which is faster.

The Ruf torque is very high in the critical rpm range from 4K to 6K. All three Ruf variants stay within about a 100 nm window in this range (see www.ruf-automobile.de).

Note that a Ruf Turbo R (993) stays within about 50 nm in the same range. I think this is due to 2 valves causing less forced air disturbance than 4 valves. That's probably why Mercedes uses 3 valves.

Also Mercedes uses twin plugs, which, in my opinion, Porsche should also be doing to minimize dependence on fuel octane. The single plug in our cars doesn't perform that well with CA 91 octane.

 

You are right and this is how we always do it. Maybe Ken can chime in as he has gone side by side with Sean.

 

Give me the dyno report( same type dyno and SAE corrected) for hp and torque at 10 rpm increaments and I will tell you what car will be faster given same weight and gearing.

 

I agree you can do this. There's plenty of software around for that. The problem is the dyno results will be all over the place, and will even vary widely for the same car on the same dyno, depending on the ECU training, octane and simulated airflow. It's far worse if two people are not using the same dyno facility, even if it's the same dyno!

It's much easier to compare the cars side-by-side or use an accelerometer if that's not possible. That will also check the ECU and how it handles the other variables (e.g., airflow through the intercooler) that you don't get on the dyno.

 

that's about right Bill!

 

That just made the one-liner's section. You're a star and officially a mod junky.

 

don't look at the power, look what he's getting, new turbo's etc. 8K is plenty reasonable for that, then look at what he's gettind and do you REALLY think it's only 30HP? And the highest HP isn't important, it's how it's layed down through the curve

 

Forget the power.... You can pick up 100 HP for 500.00

I just picked up a sweet set of turbos that are larger than those K24s for a fraction less.

I will certainly post more about my new setup/experience once it's all ready (VERY SOON).

 

Larger than KKK24's, please advise, sounds good!!
Are they 24/26 hybrids or are you going to dyno first to see the results??? Be nice to have a fast spooling 24/26 hybrid for track use.

 

Be patient young grasshopper.... I will post soon

Hint....very quick spool up time

 

Bill,

I am confining my comments to a Dynojet dyno. I do not require any software to evaluate two dyno runs. Just two columns at ten rpms increaments over the full rpm range showing hp, torque and afr's. In addition I need to be assured the dyno is reporting in SAE 1991 Revised conversions. Type of fuel being used along with what gear is being used.

If you are using SAE Revised, it does not make any difference where the dyno is located or what the ambient temperature or pressure is.

If the dyno operator is competent, then proper fans are provided for each intercooler and the radiator. If these are not provided for the run, then the car wasn't dyno'ed and the owner of the facility is an idiot.

Your agrument regarding ECU training works as much for your position as it does against your position. You must train it before the dyno run or the strip run. If you don't do this prior to the dyno or make practice dyno runs, then you will get underpowered readings. If you don't train it prior to your strip run, then it won't perform on the strip.

The same thing hold true for fuel. The fuel used on a dyno run needs to be a documented information. Weather on the strip or on a dyno in most cases an outlaw isn't easily detected other than to determine if the fuel is leaded or unleaded.

I guess all I am saying is two cars head to head on a strip really doesn't prove what car is faster either. Especially since driver experience probably isn't the same.

Take it one step further. A 996tt with less power, higher gears and wider tires will out accelerate a 996tt with stock gearing and tires.

So now we are back to what came first, the chicken or the egg?