Keep in mind Dyno Dynamics reads LOW. However a comparison to the baseline is always nice so it's in there.

All runs made on CA 91 octane pump gas. On track I will mix in 98-104 octane just to add margin / keep temps a tad cooler.

Baseline (11am in the morning, appr 76 deg F):
OEM style K24/X50 IC hardware with stock X50 tune + open exhaust BUT wastegates making 1.0-1.1 bar boost = already estimated +30 hp vs 100% stock X50. Stock X50 according to factory spec has 450hp so our baseline estimate should be in the range of 480 real crank hp.

Tuned (appr 1.30pm, appr 82 deg F):
Vs baseline Jeremy picked up on average 40-45hp peak hp keeping it safe (a little more on cooler runs which are not in the graph as he was still adjusting a few things). AFR for the finished job sits at 11.5 all the way until appr 6650 rpm then it goes to appr 11.8 until redline (7k). Remember it's for road racing so AFR should stay reasonably "cool" during long sessions living in the range between 6000-7000 rpm.

The tuned runs had quite a lot of exhaust "smoke" mixed in the air as the fans didn't get it all out between runs, that drops the numbers a little on those runs - the baseline runs were made in totally clean morning air (as clean as it gets in the valley....).

Driveability: Super smooth and tip in response after a curve is spot on as Jeremy set the throttle release AFR to keep on point to where the engine will be if the driver gets on the pedal again (ie no surge or hesistation when I hit the gas again from apex). That's a huge plus at the track, very instant response.

It probably very easy to crank out more hp for 1/4 mile stuff, but sustainability and fast/smooth response is key for road racing. Testing it out afterwards with some spirited canyon driving, the engine/throttle provides exceptional car control.

Calculation of power increase vs factory hp numbers indicate something like 450+30+45 = 525hp, compared to "real"/OEM crank hp.
(Dyno Dynamics losses in this hp range are said to be anything between 23-25% which would mean appr 535hp crank - this done in 82 deg F and lot of exhaust fumes in the dyno room. But dyno numbers are a difficult comparison).

 

Sounds solid-
Any plans for the 18G upgrade or so you have enough with current setup?

Wouldn't mind a bit more than standard K16 but much more also requires new clutch. Maybe 16G for me.

Congrats

 

Subscribed

 

18G it

 

Again the Dyno Dynamics read low.

When I put my previous K16 car on a Dynapak they always showed at least 5% higher on WHEEL than the actual number on the crank. (for example Dynapak read 445hp WHEEL hp as baseline with a stock K16 factory car, which OEM has 415hp CRANK). Tuned the same car showed 495 WHEEL on Dynapak. Calculating gain vs OEM baseline really meant 478 CRANK.

So correlating my K24 525hp OEM based gains, a Dynapak would show pretty much 550 WHEEL. Ppl would then say "12% drivetrain loss" and that my car now has 625 crank hp. That's a pretty good tune! (but also a really fake number)

As has been stated a million times on this forum and others, the hp number will depend on where you dyno the car. I personally like to compare to manufacturer baseline, even though it's lower, it's comparing to established OEM numbers which makes more sense to me. I also don't count my USD in Monopoly currency , but each to their own.

I now want to drive this K24 setup for a good while (road course). No 18G plans at this time... although I can already sense that my appetite for more power is not satiated.

 

Have a pair of good condition K16 if you want to send out for 16G conversion (good bearings, no play, no leak, impellers neat and no nicks or damage).

 

While I agree that Dyno Dynamics read low, that still seems a little low even for a Dyno Dynamics. What do stock K16 TT's dyno there? Has to be 29x whp?

May be good to get a trap speed on the car just to see.

 

Yep the number spontaneously looks low. But consider a stock GTR (480hp) dynos 380 or less on a Dyno Dynamocs. A 24% loss calculated on my car means appr 540hp crank (hot air and exhaust fumes included). Compare to OEM power spec, then add the gains, it's realistic. Put the car on Fantasy dyno and I have a 625 hp K24 car.

Good to know we had a good 10hp more at the wheels on a little leaner AFR and with clean air inside the dyno.

I'll pick some 60-130 segments from when I'm data logging at the track, with weight of the car it should give some additional comparable ideas how it turned out.

Test drive example: I had zero problems hauling in a GT3 going up a fairly steep uphill, I then had a 230 lbs passenger + quite a bit of cargo in the car as well, and my good friend in the GT3 was at WOT high rpm. That kind of reeling in (it was massive) speaks of easily 100-150hp more than that 415hp GT3, so that seems to fit as well.

 

Subscribed as well, good data.

 

just run a P box see what it traps on the street.... Im guessing 122mph....

 

I would guess what 8.5 or so on the 60-130?

If you trap 122 with the VBox, you are definitely good. Anything less than 120 and I would be asking some questions if I were you.

 

Wish there was a good spot in LA to do that! But I'll get it done at a track or airfield. I hope for smth like that speed but I know a fast launch isn't going to be easy... 1st gear goes to 62mph.

 

Check. Will post when I had a chance.

 

I once had a tuned WRX on dyno dynamics. It recorded 213 whp. They can read really low depending on how they are set up just like Mustang dynos. I watched a GIAC flashed 996tt record 298 WHP on a Mustang. Stock was 270. According to the tuner, it was set at the factory recommended settings.

 

Numbers look good given the fuel. I use Dyno Dynamics all the time and with my last silver gt2, 5bar, UMW 1.1/1.2bar, 98oct I made 441rwhp. Tune for 95Octane I made 406rwhp. Can post dyno graph if you like.