Supercharing my 996
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Originally posted by J.Seven
Ken, thank you very much to share all this data with us. 91 Hp gain at the wheels is just amazing.
Having in mind the weigth and power of your car, you have round about the same relation Weight/power of the 996 Turbo. 3.66 for the 996 Turbo, and 3.68 for your car, calculated with a 10% loss on the rear wheels, so at the crank you may have 385Hp. If we made this calculation with a 15% loss, instead of 10% loss at the wheels, your doing 409Hp at the crank making a relation weight/power of 3,46 wihch is absolutely fantastic. So, if this numbers are realistic, you will be able to keep up with your brother´s 996 Turbo
What was the reason for a 14Hp difference on the second and third run with both blowers in front?
Where did you bought the nifty little device? How much does it cost? Can is measure the engine oil temperature? Sorry for so many questions
Those pics with the car on the lift look great
Ken, thank you very much to share all this data with us. 91 Hp gain at the wheels is just amazing.
Having in mind the weigth and power of your car, you have round about the same relation Weight/power of the 996 Turbo. 3.66 for the 996 Turbo, and 3.68 for your car, calculated with a 10% loss on the rear wheels, so at the crank you may have 385Hp. If we made this calculation with a 15% loss, instead of 10% loss at the wheels, your doing 409Hp at the crank making a relation weight/power of 3,46 wihch is absolutely fantastic. So, if this numbers are realistic, you will be able to keep up with your brother´s 996 Turbo
What was the reason for a 14Hp difference on the second and third run with both blowers in front?
Where did you bought the nifty little device? How much does it cost? Can is measure the engine oil temperature? Sorry for so many questions
Those pics with the car on the lift look great
I just care about the RWHP numbers.
I guess if you want a rough crank HP number 300 / 256 .7 = 1.168679392287
347.7 * 1.168679392287 = 406.35 HP
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I believe the 14HP difference between the 2nd and 3rd runs with both blowers in front is because the car had a chance to cool down. The dyno runs are timestamp (in the upper lefthand corner) and if you look at the time difference between the 1st and 2nd run there was approx. 3 minute difference which resulted in the 2nd run with the lowest numbers. The time between the 2nd & 3rd run was approx. 11 minutes.
Look at the timestamp of 3rd run of the second set of dyno pulls with all three blowers. There was a cool down period of approx. 15 minutes which resulted the highest dyno number of 347.7 RWHP.
Cooler running car = more power.
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The CarChip E/X
www.carchip.com is $179.00. It always record speed plus four additional engine parameters. I don't see oil temp. as one of the parameters in the menu. Intake manifold pressure is a parameter in the menu but my ECU does not return this value.
I currently have it setup to record RPM, Timing advance, Intake air temperature and Air flow rate.
--Ken
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CarChip graphs
Here's a CarChip run as I left Dynolabs in San Ramon heading back to work.
the description below are for the folks familiar with the Bay Area highways but you'll get the idea.
Looking at the speed graph.
1. at 5:21PM I left Dynolabs, got onto 680 North and ran into heavy commute traffic. Elapse time 00:00 to 16:40.
2. got onto 24 West which is the opposite direction of commuter traffic from San Francisco and was able to at least get back up to highway speeds again. Elapse time 16:40 to 30:00.
3. slowed down again because of the 4 lanes to 2 lanes merge onto the Caldecott tunnel. Elapse time 30:00 to 37:30.
4. approx. 41.40 minutes in I made sure I drop below 65MPH because a Highway patrol was tailing me.
5. got to my destination at 6:09PM.
the description below are for the folks familiar with the Bay Area highways but you'll get the idea.
Looking at the speed graph.
1. at 5:21PM I left Dynolabs, got onto 680 North and ran into heavy commute traffic. Elapse time 00:00 to 16:40.
2. got onto 24 West which is the opposite direction of commuter traffic from San Francisco and was able to at least get back up to highway speeds again. Elapse time 16:40 to 30:00.
3. slowed down again because of the 4 lanes to 2 lanes merge onto the Caldecott tunnel. Elapse time 30:00 to 37:30.
4. approx. 41.40 minutes in I made sure I drop below 65MPH because a Highway patrol was tailing me.
5. got to my destination at 6:09PM.
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Two more dyno curves on the EVOMS's Kit
1st one is a 2001 C4 - net difference is also ~94 HP
2nd one is a 2004 C4S - net difference is ~94 HP
Looks like the kit is pretty consistent - HP and Torque Curves at the WHEELS
1st one is a 2001 C4 - net difference is also ~94 HP
2nd one is a 2004 C4S - net difference is ~94 HP
Looks like the kit is pretty consistent - HP and Torque Curves at the WHEELS
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Originally posted by slowslc
Two more dyno curves on the EVOMS's Kit
1st one is a 2001 C4 - net difference is also ~94 HP
Looks like the kit is pretty consistent - HP and Torque Curves at the WHEELS
Two more dyno curves on the EVOMS's Kit
1st one is a 2001 C4 - net difference is also ~94 HP
Looks like the kit is pretty consistent - HP and Torque Curves at the WHEELS
Thanks for the dyno graphs!
The more data the better.
--Ken
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I know the guys at KTR pretty well. The dynos are for two different customers that came to their facility for the install.
Although they are an official installer of the EVOMS kit, they like doing the baselining runs prior to any mods and show to the customer what they got for their money.
Extrapolating wheel HP numbers to the crank has and will always be controversial. It's just good for bragging rights.
Check out the thread in the turbo forums (search "KTR") about someone being disappointed about the Stage IV GT on the same dyno at KTR.
Although they are an official installer of the EVOMS kit, they like doing the baselining runs prior to any mods and show to the customer what they got for their money.
Extrapolating wheel HP numbers to the crank has and will always be controversial. It's just good for bragging rights.
Check out the thread in the turbo forums (search "KTR") about someone being disappointed about the Stage IV GT on the same dyno at KTR.
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S/C vs TT
Hi J.Seven, Kirby;
I was hoping you guys would not ask about that.
Finding a single open lane to do triple digits is easy but finding a stretch of highway we can line up side by side for a safe run is hard.
We finally found a small stretch with cars far enough ahead to try a run.
We slowed down and lined up side by side, my car was in 4th, doing about 65mph with my tach rev'ing around 3K. On go, he pulls away from me and got about three car lengths ahead.
Slowed to 65mph, lined up again and same story. O.K. I said to myself, turbos are quick and can spool up faster at lower rpm's, my S/C does not get the big boost till around 4.5 - 5K. I was a little bummed but at least now I know.
After we got to the hotel we had a chance to talk about it. We had a miscommunication on how to do the test, he was running in 3rd gear!
I felt so much better!
His thought was for starting off at 65mph third gear is the one to use for hard acceleration. I don't disagree with him but my line of thought was for casual cruising speed at 65mph I would be in 4th.
So our test runs were invalid!
We weren't able to get runs in on our return trip so this will have to be continued.
--Ken
I was hoping you guys would not ask about that.
Finding a single open lane to do triple digits is easy but finding a stretch of highway we can line up side by side for a safe run is hard.
We finally found a small stretch with cars far enough ahead to try a run.
We slowed down and lined up side by side, my car was in 4th, doing about 65mph with my tach rev'ing around 3K. On go, he pulls away from me and got about three car lengths ahead.
Slowed to 65mph, lined up again and same story. O.K. I said to myself, turbos are quick and can spool up faster at lower rpm's, my S/C does not get the big boost till around 4.5 - 5K. I was a little bummed but at least now I know.
After we got to the hotel we had a chance to talk about it. We had a miscommunication on how to do the test, he was running in 3rd gear!
I felt so much better!
His thought was for starting off at 65mph third gear is the one to use for hard acceleration. I don't disagree with him but my line of thought was for casual cruising speed at 65mph I would be in 4th.
So our test runs were invalid!
We weren't able to get runs in on our return trip so this will have to be continued.
--Ken
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I did my first track DE event at Leguna Seca over the weekend and it was a blast!
After a couple of laps around the track I had a wall to wall smile I couldn't shake off.
My thanks to the PCA coastal driving school http://www.coastaldriving.org, the excellent coaching staff, track staff, flag corner staff and all the hard working people that made this such a fun, safe and educational event.
--Ken
After a couple of laps around the track I had a wall to wall smile I couldn't shake off.
My thanks to the PCA coastal driving school http://www.coastaldriving.org, the excellent coaching staff, track staff, flag corner staff and all the hard working people that made this such a fun, safe and educational event.
--Ken
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So how did my little S/C do at the event?
Originally posted by Itzkirb
Ken, how did it do on the track? Was it noticably faster?
Let me know when you'll be at your brothers again. We can do a photoshoot.
Ken, how did it do on the track? Was it noticably faster?
Let me know when you'll be at your brothers again. We can do a photoshoot.
Cars about half way up the front straight before the crest I was able to catch after I exit turn 11 and have to ease off the throttle. When there was a car behind me on the front straight it looked progressively smaller in my rear view mirror
The same car behind me that looked smaller in my rear view mirror catches up at the turns because I suck!
As I felt more comfortable with the track I push progressively harder at the turns and felt improvement with every lap.
A quick note: My morning session instructor told me to take the track in 3rd gear with the exception of turn 11 in 2nd. My afternoon session instructor said pretty much the same thing with the addition of turn 2 also in 2nd.
I wasn't sure if keeping the car in 3rd gear and below was to limit the speed of the novice because the front and back straight I wanted to go into 4th but kept it in 3rd.
On a lap, a boxster that went thru turn 11 lossed it and spun 180 degrees.
My brother later told me both he and our friend who was watching said "oh oh" as they knew I was behind the boxster. Fortunately the flag corner worker was waving a yellow flag at us and we slowed as we came out of turn 11. I crept around the boxster at about 5-10mph. One of the benefit of slowing down as I got around the boxtser was I now have a clear shot of the front straight without traffic. I hammered the throttle and shift from 2nd to 3rd near redline and continued stomping on the throttle. Even with a shortened straight and the extra weight of my instructor I bounced against the rev limiter in 3rd gear a little before I reach the front straights uphill crest at close to 100mph.
I like the S/C!
--Ken