Finally got theSupercharged 5.4L V8D engine on the rollers

[daxtojeiro]

We didn't got to the bottom of why the 5.4 didnt perform as expected. On the V8D engine dyno it hit 350Ft/Lbs of torque around 3500 rpm, thats the limit of their dyno.

We assumed it was my exhausts, so I cut them open to find a 45mm restriction in either side. I didnt have time to get it back on the rolling road after making a load of mods to the exhausts before fitting the blower, so no idea what it really could produce. But the car is timed from 0-60 in 3.6Sec with the 5.4 N/A, so it wasnt that bad!
thanks,
Phil

[pjac67]

daxtojeiro said:

0-60 in 3.6Sec with the 5.4 N/A,

wow !

My 5.0 dyno (at Griff Growl) with 350 lb ft - Rob has indicated that 5.4 should have c. 5% increase in hp and 15% increase in lb ft

[phazed]

pjac67 said:

wow !

My 5.0 dyno (at Griff Growl) with 350 lb ft - Rob has indicated that 5.4 should have c. 5% increase in hp and 15% increase in lb ft

That would give you my figures almost exactly!

[carsy]

I`m pretty sure that rolling road at the growl was reading on the high side some what.

[daxtojeiro]

carsy said:

I`m pretty sure that rolling road at the growl was reading on the high side some what.

Yeah, if its the same rolling road as this readout then its a bit high.
Im fairly certain that my local road is pretty acurate, but at least I have a consistant bench mark from there.
This is my 5.4 on a portable rolling road that was at a Triumph Stag event:

[900T-R]

5.5Krpm power peak is consistent between the graphs. Not too bad for a big banger

[pjac67]

I think the RR figures are all to be taken with a pinch of salt and will vary on the same RR depending on set up, temperature etc eg IIRC the same RR in 2011 (same as your last graph) was reading low at the GG that year.

My figures were consistent with previous figures and the 2012 figure (same RR) taking into account the changes to my car set up.

I think the shoot outs are taken as a bit of fun and can be very useful if you have made changes (I 'gained' 15 hp by removing the back box which the RR guys said was about right) and or have issues eg fuelling, eg. I wanted to see the power curves on my different mapping settings and different fuels (Petrol and LPG).

[Mark Adams]

daxtojeiro said:

We ran a very concervative ignition map, as my knock sensors picked up a lot of noise from the pistons. I will add some advance in the summer when the air temp gets up and see what happens. So on that run it was running a 9.5 degrees, (2 had been pulled out of the map due to air temp increasing above 35C)
As you can see the air temp out of the blower was up at 90C, Ive never seen this on the road, but then I dont have my foot to the floor for 20-30Seconds in one gear either

Just seen this Phil. Honestly think you should be running a lot more advance than this! I've done over 100 forced induction motors, and this specification would normally be looking for 22-26 degrees maximum. This will almost certainly account for the less-than-expected numbers.

If you don't use enough advance, the exhaust temperatures will go through the roof and you'll melt a valve. These motors are typically only bothered by inlet temperatures over 55 Degrees Celsius.

I would advise that you get it on the dyno with someone experienced with forced induction as soon as possible. That being said, I'm sure you are going to have some difficulty keeping that on full throttle on the road!

By the way - what an exquisitely detailed engine bay! Credit where it is due....

[SILICONEKID346HP]

phazed said:

I've only just seen this thread, doh!

Nice work Phil.

This will be my next step hopefully next winter on my 5.5.

What compression are you running?

Are you using a bespoke cam?

The torque isn't as much as I thought it might be, ( mines nearly 400 na) which is good otherwise it would be a real handful getting traction, especially on a damp/wet road

Does that mean the triple will be up for sale ?