For the 'natural aspirators' - How tuned is your engine?
Discussion
114 for the speedster :-( But it's developing twice as much power as stock haha
360 ish for the tvr.
547 for the bmw
680 for the Lola
And about 800 for the lotus engines in the racing cars. :-)
I'm happy with that, I will need to change the head for over head valves to get over 120 in the speedster really. To double the power again I would have to spend about 6-7k. Something to do later on in life.
360 ish for the tvr.
547 for the bmw
680 for the Lola
And about 800 for the lotus engines in the racing cars. :-)
I'm happy with that, I will need to change the head for over head valves to get over 120 in the speedster really. To double the power again I would have to spend about 6-7k. Something to do later on in life.
Major Fallout said:
114 for the speedster :-( But it's developing twice as much power as stock haha
I'm happy with that, I will need to change the head for over head valves to get over 120 in the speedster really. To double the power again I would have to spend about 6-7k. Something to do later on in life.
Well that puts paid to my theory about low PI engines being cheap to get more power from! I'm happy with that, I will need to change the head for over head valves to get over 120 in the speedster really. To double the power again I would have to spend about 6-7k. Something to do later on in life.
I think the important thing is getting the combination and ratio of bore and stroke measurements right and the resulting compromise between good top end power and low down torque not just concentrating on specific power outputs.Remembering that the stroke measurement doesn't just add to the engine capacity it also adds to the leverage of the piston on the crank and it's torque that makes acceleration not top end power.While in many real world examples the increase in torque also provides around the same or even more specific power at the top end.Such as in the case of the Jaguar XJRS 6.0 Litre engine which produced around the same specific top end power with a lower compression ratio compared to the old 5.3 HE with the advantage that it's produced at lower engine speed.
KM666 said:
Astra G 1.8 sport (x18xe1)
BHP (claimed) 115
...
But its got a derestricted airbox and K&N element so probably more like 150bhp, 170bhp when the stickers are taken into account
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That made me laugh.BHP (claimed) 115
...
But its got a derestricted airbox and K&N element so probably more like 150bhp, 170bhp when the stickers are taken into account
...
One day I will release my "sticker dyno". You enter the number and size of the performance stickers on the car, and the number of rear wing elements, and it tells you how much power the owner thinks they have.
Edited by AW111 on Sunday 13th October 02:05
carl_w said:
TVR AJP8 4.2 599
TVR AJP8 4.5 654
TVR AJP6 4.0 653
If we're using factory quoted numbers (as everyone else is) then the TVR Speed Six 4.0 S spec PI is 756. If it were tuned to F1 levels then 536hp is your lot.TVR AJP8 4.5 654
TVR AJP6 4.0 653
For a popular comparison, a Chevy LS3 crate PI is 520
Edited by dvs_dave on Sunday 13th October 06:06
Edited by dvs_dave on Sunday 13th October 06:17
Porsche 968 - Bore 104, 4 cylinders, power 236bhp = PI 563
Porsche Boxster 2.5 - Bore 85.5, 6 cylinders, power 201bhp = PI 473
I've never owned a Porsche, I tend to buy cars based on engines and Porsche make nothing decent anywhere near my budget. I don't know how Porsche get away with selling such rubbish as sports cars. No wonder they are perceived as reliable with the power they produce. Maybe they used the blueprints from the 2.2 Land Rover engine posted earlier?!
Porsche Boxster 2.5 - Bore 85.5, 6 cylinders, power 201bhp = PI 473
I've never owned a Porsche, I tend to buy cars based on engines and Porsche make nothing decent anywhere near my budget. I don't know how Porsche get away with selling such rubbish as sports cars. No wonder they are perceived as reliable with the power they produce. Maybe they used the blueprints from the 2.2 Land Rover engine posted earlier?!
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