Ozgemini Dyno Results Thread

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rotagem
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Re: Ozgemini Dyno Results Thread

Post by rotagem »

MONKEYMAN wrote:How much boost are you screwing into that thing damo!
X2 spill the beans? How much gas?
YEP9S
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Re: Ozgemini Dyno Results Thread

Post by YEP9S »

48-52psi
1st kit 55 jet
2nd kit 34 jet second kit comes on in second gear and top only
rotagem
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Re: Ozgemini Dyno Results Thread

Post by rotagem »

Nice :). How much boost will these g180's take before they've had enough?
MONKEYMAN
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Re: Ozgemini Dyno Results Thread

Post by MONKEYMAN »

Nice, I've got a te with a pretty serious 4ze1 hope to have it running in the next month or so. Should be good for about 45psi, but I won't be nowhere near as quick, your car is too dialled, and I'm running a manual.
Turbocoupe75
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Re: Ozgemini Dyno Results Thread

Post by Turbocoupe75 »

ok Dyno results for the coupe are in 85 BHP at 5,500 RPM with 98RON

no Dyno graph for proof only the spec and jets used to get the result, would have been nice to get the 100BHP, maybe a larger cam in the future as I am only running the smallest crow cams grind. The Dyno The Gem was on is over 35 years old and reads a little low + the high profile tyres and low pressure wouldn't have helped with the reading, so I am very happy with the result.
The Carby has been re-jetted to and has a pretty good mixture across the rev range. If anyone is interested all the jet sizes are there.


Image

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Link To Video

http://s180.photobucket.com/user/turboc ... 1.mp4.html
marksegec
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Re: Ozgemini Dyno Results Thread

Post by marksegec »

Seems pretty much same as mine. g180, weber 32 36 ,508 crow cam, elec dizzy 2.25 xhaust.
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The Grand Master
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Re: Ozgemini Dyno Results Thread

Post by arrow »

arrows coupe. EFR 9180 41 psi.
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Turbocoupe75
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Re: Ozgemini Dyno Results Thread

Post by Turbocoupe75 »

^^^^^ You Win^^^^^
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Jonno
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Re: Ozgemini Dyno Results Thread

Post by Jonno »

Turbocoupe75 wrote:^^^^^ You Win^^^^^
:lol:

Did 653 at powercruise last weekend to :)
75 TX Coupe
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archangel62
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Re: Ozgemini Dyno Results Thread

Post by archangel62 »

Just had my Piazza dyno tuned! There are quite a few things holding it back which I'll see to.. but for now, it's making:

136rwkw on 13psi, 98RON fuel
4ZC1-T, 8:1 CR, turbo grind cam, T28 turbo on aftermarket manifold, Microtech MT-8 ECU running fuel+spark, 415cc injectors.
Still running standard Piazza intercooler, plenum, throttle body, runners, valves. The exhaust uses a 3" dump off the turbo but chokes down into a standard system, so lots of restriction there (and from the intercooler).
Yet to drive it, but I'm told it feels good on the road. I was hoping for more power but to be fair I don't really have a yardstick, this should be about as fast as a stock/mild Silvia so that's alright. Definitely keen to look at the exhaust and maybe a bigger intercooler to get a bit more power out of it! And might even experiment between this and the factory cam to see if the reground item helped.
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sandy
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Re: Ozgemini Dyno Results Thread

Post by sandy »

Well done Eli
I recon exhaust would help a lot...
archangel62
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Re: Ozgemini Dyno Results Thread

Post by archangel62 »

sandy wrote:Well done Eli
I recon exhaust would help a lot...
Thanks! I hope so!! :lol:
I'm now thinking about getting a bigger intercooler with the pipes on the same side, and getting a "Turbo Intercooler" sticker made up to replicate what's on the stock cooler... so that I can fit something aftermarket but have it look fairly correct!
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redzone (coxy)
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Re: Ozgemini Dyno Results Thread

Post by redzone (coxy) »

I'm surprised it made that much with a stock system....
GARAGE REDZONE sunshine coast ph 07 54433507

1975 TX coupe 4ZD1 efi turbo 10.787 @ 123/128
1977 TC Fashion Pack sedan draw through turbo
1984 TG PF60E dohc Group A racecar
1984 TG Panelvan
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goldgem
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Re: Ozgemini Dyno Results Thread

Post by goldgem »

I'm keen to see what the main restrictions are in a 4zc1t turbo regarding the engine itself. I suspect the ports and valves to be the main culprits. I have a 4zc1t with cp forges, spool rods, steel headgasket, arp headstuds, rodeo manifold runners with custom plenum and 70mm throttle body. My intercooler is a larger aftermarket unit, injectors are 560cc. My turbo is a gt2560 (standard s15) on a custom manifold and 3 inch Mandel bent exhaust. It also has a haltech ps1000 and wasted spark coils.
On 18psi mine made 150rwkws and was choking up. I changed the cam and valve springs. It then made 170kws on the same 18psi. I'm yet to run it with more boost. The turbo would be running out of efficiency by now but I still reckon a lot of head work is the key.
Any thoughts Coxy?
.
Last edited by goldgem on Mon Jul 07, 2014 8:13 pm, edited 1 time in total.
1977 tc gemini
archangel62
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Re: Ozgemini Dyno Results Thread

Post by archangel62 »

Thanks for the awesome info. It's interesting to see what yours makes with the cooler, exhaust system, ball bearing turbo and better inlet/TB than mine.

I'd be a phony if I dispensed advice as information at this point, since I have very little real-world experience with power gains on turbo engines following mods - but I'll share my thoughts and personal conclusions. Very happy to be corrected here, or have more input from those with hands-on experience. I asked my engine tuner if my standard Piazza throttle body would be costing me power and he said it should be fine - and that things like ports and throttle bodies will simply change how much boost is needed to achieve the same power, but isn't likely to change how much power a setup will make, ie, the turbo can just force the same amount of air through with more boost. Logic says to me that improving flow (and thus reducing the boost required) would improve response slightly, and increase the turbo efficiency as less heat is generated at lower boosts - but all to a point, at which too much flow could have an adverse affect. Cams make a big difference on turbo engines, and at the end of the day, cams are still just flow. Mind you, they could help spool the turbo pending exhaust flow and reduced overlap. When the ports are too big, the air loses velocity and thus power. I'm thinking this has something to do with the elasticity/wave of the air as it enters the cylinder. Higher velocity rams it into the combustion chamber, lower velocity could leave low pressure somewhere in the cylinder that isn't balanced before the valve closes. Anyway, now I'm rambling.

The C1 heads and inlets do seem genuinely tiny in some places. I'd say that by the time you've got an aftermarket cam, mild porting to suit it may help - probably more aiming at flow than outright port size. I don't necessarily see valves as being a big problem if you've got a higher flowing cam, but it all depends. Here's a fantastic read on porting for turbo cars:

https://grassrootsmotorsports.com/forum ... 013/page1/

My thoughts - for under 200rwkw, mild porting, a cam, standard valves and E1 runners (portmatched and polished) would be ideal. Port-matching the turbo header to the head would also help I'm sure.

For big power, 200rwkw+, that's when I'd start looking at oversize valves and porting to match, E1 or custom runners, portmatched of course, and just making sure the whole system can support it. I think by the time you have this kind of flow, you'd want lower compression ratios (or E85) and a bigger turbo, and power would start to be more polarised towards the top end.

This leaves me in an odd place with my engine, since I haven't done any porting and I'm running C1 runners with hose-tail injectors to suit, and none of that's changing any time soon. I guess I'll see what I can do with the C1 runners...
My Gemini drift videos: http://www.youtube.com/PandamoniumDrift
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