Standard 1G-GTE Dyno.

[IN 05 NT]

Josh,

Putting the Graphs over RPM was what I wanted but we don't connect the Dyno to the RPM output on Dyno Days due to time constraints.

Blake runs a 3.73:1 ratio Diff I am pretty sure as opposed to my 4.1:1, With the RPM as the reference I think your right, Blakes curve should move a good deal to the left on the graph. I wonder if we can plot Blakes and my RPM based curve ?? I know his car was run in 4th just not sure which Gearbox he has (To get the gear ratio) or to be honest how to convert it from KPH to RPM. Can't be to hard tho. That makes allot more sence now

My gearbox is a supposed to be a W57. I'll try get a copy of my power curve over RPM that we could plot it against to see just how much better the single turbo comes on. Anyone up to doing the sums and photo chopping in the curve ????

yep 3.73 rat, box...im not sure...you can tell by how?
many turns of teh shaft aye?...ive got the box on the floor atm, give us the details how to work it out...

someone asked b4....i did my run on 12psi...

engine's on hold atm...dont have the cash....just moved outa home...so rent is the killa when your an apprentice mech...lol

[IN 05 NT]

that will have more to do with the set up of things like air temp compensation etc than the brand of ECU


Now i refuse to believe that a stock standard 1ggte with standard turbo's can make near 50rwkw more than EVERYBODY elses

we have seen only a couple claiming this but there must have been be some previous cam or turbo modifications to achieve 180 odd rwkw mark on standard twins

and the fact that there are hundreds of others with all sorts of different setups that can only make around 140 on a good day
..... sorry im just jellious too cos i had to do a single conversion to get that much

with my stockers i made 155rwkw also on 12psi....i think its do-able...given say an average of 10hp per psi...

blake

[Joshstix]

I did a quick and dirty conversion of the graph based off the fact that both Rod's and Blake's graph go to the limmiter. I just took the fact that Rod's graph gets to 83% of the road speed of Blakes then took points from Blakes graph and multiplied the speed they were at by 0.83 and replotted them.

[TheToyman75]

Now thats allot more like what I was expecting to see !

Thanks Josh.

[JustCallMeOrlando]

When I get home i'll put them in my handy dandy 1G dyno chart Excel spreadsheet I've used calculated RPM as best I can to give them all a basis for comparison. Will see what I can do, i'm stuck in Canberra till Wednesday again. *sigh*

[pato]

got mine done the other day
stock except for 3"catback, small jj fmic and boost at 16psi

[TheToyman75]

Nice work Pato.

Thats 170 rwkw which is what I would normally expect from a healthy stock Gen 3 1G-GTE.

[JustCallMeOrlando]

Am I missing a link here? I dont see anything.

Where is my power hiding, compression isn't far off yours Rod. Speculations anyone? I'll put up my 230rwhp graph when I can find it.

[pato]

i have a lot of lag tho ... is this normal on these motors or is my timing out ..
i have a stock y pipe, front pipe and cat, so i kno that wont help, but i have fidled alot with my timing because it used to ping.. could i not have this quite right yet ??

[TheToyman75]

The Turbo lag on a 1G isn't to bad but not great for such small Turbo's. I have also had to adjust the timing on mine to prevent knock retard. The base timing was retarded by 2 degrees which does reduce the offboost performance.

Just below 4500 rpm is about where all hell brakes loose

Nathan,

If yours is making 170kw now at least its getting closer. I'll have to look back over your members rides thread. Did you ever work out what feed pipes you had going into the inlet of the compressor housing ? Are they Gen 2 items ? If so I'd be starting there.

[JustCallMeOrlando]

Yeah, we've gained about 5rwkw since you guys tinkered with it. Mostly from tidying stuff up a little more around everything. It drives a heap better too now I've had a chance to put some time into the transients.

I do have Gen2 inlet piping, I'm going to swap them for some Gen3 ones I have kicking around, I just need to slot the bolt holes to line up with the Gen2 housings on the BAG's. At the same time I hope to sort out where the piping joins the inlet at the top, it's a big step and the rubber joiners are quite collapsed. Not sure what the deal is there, but i'll get some silicon joiners for it.

[pato]

The Turbo lag on a 1G isn't to bad but not great for such small Turbo's. I have also had to adjust the timing on mine to prevent knock retard. The base timing was retarded by 2 degrees which does reduce the offboost performance.

Just below 4500 rpm is about where all hell brakes loose

yea thats pretty much exactly how mine is
thanks for the info

[TheToyman75]

Improving the pipework can't be a bad thing mate.

[JustCallMeOrlando]

Nope, not at all, if it wasn't such a PITFA to remove the turbos, I'd be tempted to taper the housings to port match them to the bigger inlets.

[JustCallMeOrlando]

I've developed a plan of attack to try and see what we can achieve. Let me know if you think it's worth the bother. If you can cite step numbers when discussing that'd be tops.

1) Re-shield the pod filter now it's in the new location. Cost = time
2) Remove the turbo compressor housings and get them modified for the larger Gen3 inlet piping. Going to machine out the cover to line up with the bigger hole. Got access to a lathe to do it for freeCost = time
3) Currently there is a step where the turbo feed pipes join up with the inlet section. I'm not sure why but I'll find something to ensure it lines up with the new Gen3 feed pipes. Also, the rubber joiners here are starting to collapse through age, so I was planning to replace them with THESE. Cost = $38
4) The IC pipes don't line up perfectly plumb with the factory ones and the current silicon joiners are looking a little tired, so I was thinking of getting some of THESE to tidy up any mismatches a little neater. Cost = $46
5) The inside of my IC piping down the bottom is fairly horrible. I have 2" IC piping, and 3" outlets on my IC. The ends of the piping have a metal step welded on them to make them line up. On the inside though, they're horrible. The 2" pipe butts through the larger section. It's average on the inlet side, but it means the outlet air must be smashing into a little pocket as well. I was thinking of grinding off the steps and just replacing them with a 2"-3" step hose like THIS. I always knew it was bad, but I'm obviously down on power somewhere so i'm thinking this isn't helping. Cost = time + $46
6) My original exhaust consisted of a 3" dump, with a 3" highflow cat and 2.5" from there back. It's currently the same, except for a 3" muffler on the rear now. I'm thinking there may be potential benefits from making the middle section 3". I'd get it done in mild steel to save cost (rest is in stainless) and try to do some of it myself. Cost = time + $100-200?
7) Re-tuning. Currently the car was tuned, but we were having problems with some of the acceleration enrichment playing up when being tuned. My thinking is now the enrichment is sorted, I should get the AFR's flattened out. Gives me a chance to fiddle with the eBoost2 as well. I'm thinking a couple of hours tops on the dyno should do it. Cost = $200

Can anyone think of anything else where I might be able to find some more power in terms of tweaks whilst retaining the factory turbos. Other than the dumps if they prove to be effective.