Post your dyno curve here
Discussion
Kokkolanpoika said:
Over 70hp drivetrain loss.. Huh huh.. Is that 4x4 or some old automatic 3speed.. usually drivetrain take 13%.. Witch means 310hp wheel = approx 350hp flywheel..
We budget around 17-18% loss usually which this shows 19% so about right... Its through a quaife T5 box and 4.1 diff. Standard prop. There arw many variables in drivetrain losses too...Wildcat have come a pong way since earlydays in quality...
Bigger compression would help in power straight away, combined with cam etc easily over 400bhp. I will be expecting around 415-420 to be competitive in classA!
Hope to see you on the grid soon Alex! Hope you are quick - we need more at the front of the class lol... 2-3 generaly this year on track at a time, would be good to see 4-5 battling for B honours!
Bigger compression would help in power straight away, combined with cam etc easily over 400bhp. I will be expecting around 415-420 to be competitive in classA!
Hope to see you on the grid soon Alex! Hope you are quick - we need more at the front of the class lol... 2-3 generaly this year on track at a time, would be good to see 4-5 battling for B honours!
ctsdave said:
Kokkolanpoika said:
Over 70hp drivetrain loss.. Huh huh.. Is that 4x4 or some old automatic 3speed.. usually drivetrain take 13%.. Witch means 310hp wheel = approx 350hp flywheel..
We budget around 17-18% loss usually which this shows 19% so about right... Its through a quaife T5 box and 4.1 diff. Standard prop. There arw many variables in drivetrain losses too...
king mental for 4.0, that's almost supercharged territory, seriously I would love to know how that was achieved.Ive already said all I know in engine lol... it was on quad 48s with big chokes/jets to breathe easy. Our torque was effected by ign timing and I know its massive adv at 36! Other than that it was JE crank, wildcat rods, omega pistons. Full race JE heads (as said pre cnc days) with huge valves, 256 cam set to adv timing mark. Volvo rocker shafts and clearences set to 22. Quad carbs and piperx air boxes (fairly tall with short trumpets). These did help torque loads but didnt last long - the plastic started to split!! But did give a ram air effect to an extent. We had 2 or 3 sets of boxes then reverted back to filters...
Chilliman said:
I am muchly needing some of this easily over 400bhp action.
We all like the idea of more power but we shouldn't loose sight of the fact that most of the time we bumble around in our cars.We had a nice run to the coast yesterday, chatting way with the engine barely going over 1500 rpm, a real pussy cat. What I wouldn't want to loose is that brilliant V8 flexibility, docile at pottering speeds and a real tiger when pushed.
I await various reports from people who are seriously contemplating the upgrade now to see if the results happen and that they are truly satisfied.
phazed said:
We all like the idea of more power but we shouldn't loose sight of the fact that most of the time we bumble around in our cars.
We had a nice run to the coast yesterday, chatting way with the engine barely going over 1500 rpm, a real pussy cat. What I wouldn't want to loose is that brilliant V8 flexibility, docile at pottering speeds and a real tiger when pushed.
I await various reports from people who are seriously contemplating the upgrade now to see if the results happen and that they are truly satisfied.
For me in all honesty Peter I can deal with lack luster performance below say 2500k for example so long as the motor don't snatch and buck below this but just feels flat We had a nice run to the coast yesterday, chatting way with the engine barely going over 1500 rpm, a real pussy cat. What I wouldn't want to loose is that brilliant V8 flexibility, docile at pottering speeds and a real tiger when pushed.
I await various reports from people who are seriously contemplating the upgrade now to see if the results happen and that they are truly satisfied.
if this means resorting to altering the intake going full sequential inj etc then so be it 
Sardonicus said:
or me in all honesty Peter I can deal with lack luster performance below say 2500k for example so long as the motor don't snatch and buck below this but just feels flat if this means resorting to altering the intake going full sequential inj etc then so be it
You mean to tell me you don't need 400ftlbs in a traffic jam in a one ton car?! if this means resorting to altering the intake going full sequential inj etc then so be it Sardonicus said:
or me in all honesty Peter I can deal with lack luster performance below say 2500k for example so long as the motor don't snatch and buck below this but just feels flat if this means resorting to altering the intake going full sequential inj etc then so be it
What is full sequential inj ? if this means resorting to altering the intake going full sequential inj etc then so be it Having a ecu that's capable of firing injectors individually, otherwise they fire in pairs. But before you ask only of you ecu has eight injector outputs.
It gives better low down response , and smoother, plus better mpg as your not wasting fuel firing an injector that isn't needed.
Just google it daz
It gives better low down response , and smoother, plus better mpg as your not wasting fuel firing an injector that isn't needed.
Just google it daz
Edited by Hoofa on Sunday 3rd November 12:30
Hoofa said:
Having a ecu that's capable of firing injectors individually, otherwise they fire in pairs. But before you ask only of you ecu has eight injector outputs.
It gives better low down response , and smoother, plus better mpg as your not wasting fuel firing an injector that isn't needed.
Are you saying un burnt fuel is going in to the combustion chamber and wasted .Why are not all ECU`s full sequential inj..It gives better low down response , and smoother, plus better mpg as your not wasting fuel firing an injector that isn't needed.
Edited by SILICONEKID343HP on Sunday 3rd November 12:23
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