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[Dyno Result]RB Turbo + VAC Stage 3 Head on 91 Octane
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06-27-2014, 12:55 PM | #23 |
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The results are little disappointing but I hear that 91 octane fuel is pretty awful. OP can you do up an E85 flash? That might better showcase what the head can do. I know a lot of people myself included are interested to see what it can do.
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06-27-2014, 01:24 PM | #24 | |
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I might do E85 in the future, but for the time being I'm going to stick with 91. It takes quite a bit of time to drive out and do the remote dyno tuning in addition to the nearest E85 station is not right around the corner for me. Going to also check to make sure my car is running fine for the next week or so before I make any more changes. |
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06-27-2014, 01:37 PM | #25 | |||||
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3. Preliminary pricing: a. Spring and retainer kit: $869.95 b. Complete valve kit (stock or +.5): $769.95 "Springs are made with premium grade super-clean PAC Alloy materials. They are progressively coiled with tighter tolerances, heat treated, stress relieved, and multistage shot peen for extended life and durability. 10k RPM in a racing environment - no problem." Quote:
Even 8000 would be helpful or 8500. The higher the better.
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06-27-2014, 01:50 PM | #26 |
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@Torgus all fair points. 8K would seem most feasible. I doubt we'll ever see much more than that due to the Piezo DI.
Who revved their single out to 8.2K? Assuming it was a 6MT and they just held the gear in? Props for their bravery I guess.
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06-27-2014, 01:51 PM | #27 | ||
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Do either of you know if they replace the valve seats when they do the profiling? Do they offer a hardened seat option?
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06-27-2014, 01:59 PM | #28 | |
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a. The valve seats in the cylinder head are not thick enough to put +1mm oversize valves. It's possible, but it would require a proper cylinder head valve seat swap. We do this for mega racing applications as well as restoration efforts, but in our (and Ferrea's) opinion it's not worth the investment as it adds a LOT more $$$ to an already expensive job and the gains would be hard to calculate. b. If you go to use larger camshaft lifts there could be an issue with not enough valve overlap clearance. 2. Ferrea retainers work with only Ferrea springs and OEM style locks. " I believe Dzenno from PTF has 1mm oversized but he didn't use VAC I don't think. I also don't remember and talk about the valve seats but who knows. To find the thread google VAC-N54-valvetrain-kit-springs-valves
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06-27-2014, 03:26 PM | #29 | |
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From what I heard from Jake, I think they received a Stage 3 Head from VAC this month. Anyways, for your info I'm only using stock valve sizes. I personally don't think the whole reworked head is a good investment unless you need to repair your engine anyways. It's a good amount of money you can save towards the new M3. If you want the flow numbers, PM me and I'll send it to you, but VAC does not want me to post it over the internet as they consider it proprietary information. |
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06-27-2014, 07:23 PM | #30 |
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I think it was pwr hungry or 3000GT MR. Someone with an FFTEC kit. I forget who. Every time I mention it the person usually see's my post and confirms it was them.
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Last edited by Torgus; 06-27-2014 at 07:35 PM.. |
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06-27-2014, 07:30 PM | #31 | |
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tune e85 cars make the same power and your telling me a PRO-TUNED RB turbo car with "upgraded" heads are only putting down a smear over 400? RB turbo alone should be well over 400. Stock turbos have reached over 450. many in the 380-400 range.
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06-27-2014, 08:08 PM | #32 |
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Well he's using piss to fuel it so the numbers seem fine. A ported head turbo car is capable of tons of torque at lower boost and higher rpm breathing, but only if everything else is right. 91 piss and stock exhaust manifolds won't give you much room for gains. E85 or racegas will showcase benefits more, probably along the lines of 540tq in the midrange and down from there as the turbos and manifolds choke.
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06-27-2014, 08:42 PM | #33 | |
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Based on the ST dyno with the VAC head I don't see the same thing...
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06-28-2014, 08:03 PM | #35 | |
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I haven't seen the single turbo dyno with headwork, but lots of things can influence power in a big turbo car. On a ST car with say a 6466 the power should drop until the turbo spools, at that point power should be up. But for a 6466 that happens so late and the turbo is so over sized for what people typically push them to headwork might be counter productive. I think something more applicable would be the smaller twins vargas is building until the motors start revving higher, if possible, or something like rb's but without constricted manifolds. GTX3582R on 3.4 DOHC made 440whp/460tq at 14psi pre headwork, 480whp/520tq post at same boost, full boost was a few hundred rpm later, and power held out to 8k vs 7500rpm. |
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06-28-2014, 08:30 PM | #36 | |
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06-29-2014, 12:34 AM | #37 |
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Someone was developing a manifold that did away with the cylinder 6 bump and helped equalize the flow to all the cylinders, but for whatever reason it stopped after CAD design. But I agree the intake could be improved, I'm not sure how good/bad it honestly is.
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06-29-2014, 08:50 AM | #38 |
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Is this a RWD car? I guess with the octane rating, the numbers are acceptable.
I have RB's running 90 octane and meth. With only 15 psi on the JB4 and map 3, I'm running fairly decent. I do need to get a base dyno. I expect 400AWHP, which is what I was estimated at with stock turbos. I need the APV3/backend flash to unleash the full potential of the RB's. on 90 with meth we estimate 475AWHP, which is still allowing room for more.
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