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[quote][i]Algselt postitas: Maku[/i] Kuidas saavutada kuuese kojaga sama palju või isegi rohkem jõudu kui kaheksase kojaga? [url=http://www.s2forum.com/forum/showthread.php?t=43652]Selle teema[/url] kohaselt kaane portimisega. [b]Stock kaane ja kaheksase kojaga ca 450ps @ 7188rp ja 560nm @ 4186 rpm, porditud kaane ja kuuese kojaga ca 530ps @ 6977rpm ja 631nm @ 4411rpm.[/b] [i]In answer to differences. [b]Both setups where identical in cam timing, intercooler, boost control, exhaust and intake manifold etc. Other than the change in hotsides and cylinderheads everything on the car remained the same.[/b] The cams themselves are of 7a origin that have been tweaked in their timing to each other which is shown in an earlier before and after on page 5. My decision on the cams was to optimize the 4500-7500rpm band for track day use without creating an undriveable daily. They do come in later than stock cams and definitely later than ADU cams. The nature of the cam profile also means the turbo has to work harder to achieve boost so it becomes more difficult to sustain high boost pressures at high rpm. [b]The .63 run was done at 2.15 bar holding to redline as opposed to the stock head with .82 housing that peaked at 1.95 dropping to 1.92bar at redline.[/b] I'm using an apexi avcr and even maxing out the duty cycle and upping the boost Target we could not force it to exceed 1.95 on the dyno. Again we tried to make the dyno runs similar by doing them both in 5th gear from around 1250-1300rpm with identical brake loading. Now maybe the stock head produces more or less power than made and the same would apply to the ported version. Ultimately I don't really care what the real figures are as every dyno measures differently I'm more concerned with the comparison of before and after using the same means of measurement where possible to eliminate as many variables as possible. Obviously more boost is going to make more power within reason. Which is why when the revised head is done it will be run at 1.95 to give direct comparison to the stock head. At the same boost pressures. Despite the fact the headwork allowed it to run more boost than stock is a separate issue. Hence it will also be run at 2.15 to see if any further gains are had with the new design and larger .82 hotside. Compared to the earlier .63 setup. I may out of curiosity swap to a set of stock intake and 7a exhaust configuration to see how the curve changes and if no surge is experienced in higher gears (one reason for the greater overlap choice of 7a cams) I'll also try stock AAN cams. But I'll get to that at a later date. Hopefully I've covered everything ^^^ as a rule of thumb from personal experience the following rules apply. Spool is affected by a/r size of hotside Weight of compressor wheel Cam profile Boost response aka lag is affected by Internal volume of boost run/intercooler Exhaust manifold design [b]Not to be confused by what headwork does. Which is improve the actual efficiency of an engine. Which results in more torque/HP at a given rpm vs a given boost pressure. The end result being that in the lower rpm band the engine makes more power pulling it through the lower rev range quicker. When full boost is achieved it is delivering more of a punch. Then once in the higher rpm band it will carry on pulling as you can maintain a flat boost curve till redline assuming the compressor is capable of supplying the required airflow.[/b][/i] [url=http://84.50.81.66/albums/album03/StockvsPorted.sized.jpg] [img]http://84.50.81.66/albums/album03/StockvsPorted.thumb.jpg[/img] [/url] [/quote]
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Eesti Audi Klubi foorum
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Täiendanud: indro, klem, j6mm & diversion @ 2002-2020
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