HKS Cams Dyno results

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

This is for the SR20DET'd RX7. As mentioned earlier the long block, block and head only, are bone stock. We fabricated custom intake and exhaust manifolds as shown below. The car ran 11.1@126 @23psi and 50shot of nitrous.

Now, at 21psi on pump gas, NO NITROUS, the car made 345hp@wheels on our Mustang Dyno. We purchased HKS 264 step 2 cams, HKS springs and rocker arm stopper. With no other modifications other than cams we redynoed the car at 21psi and NO NITROUS. The car gained 51hp@wheels and about 34ft-lbs@wheels. So final results were 396hp@wheels.

In the earlier post we listed 1/8th mile times of [email protected], 23psi and 50shot nitrous. The car was run today with 21psi and NO NITROUS and ran 7.6@98mph.

Post by **Movingviolation240** » Sun Apr 13, 2003 1:42 pm

uhh yea, I need cams for mine hehe.... damn impressive dude. Your not the SR powered RX in Orlando are you by any chance?

PaulOrlando, FL

Post by **NeedCAforS13** » Sun Apr 13, 2003 1:42 pm

there's an sr powered rx here!?! I wanna see that!

Sean

Post by **Cyberkreig** » Sun Apr 13, 2003 1:42 pm

Can i ask where the HP was gained? A dyno sheet would be nice too =). How did it change the powerband over all?

Post by **BuudWeizErr** » Sun Apr 13, 2003 1:42 pm

That's not the best pic, but dare I ask, where is the wastegate?

Post by **Phax** » Sun Apr 13, 2003 1:42 pm

Holy @#$~

Now THAT's a manifold.

Nice oil catch can. Do you get a lot of blow by with those levels of boost? The filter looks pretty clean though. How much oil actually gets collected in the can?

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

The car ran in Orlando several weeks back, but had some problems that were since resolved. Here is a link to pics:http://www.eng.fsu.edu/~jthagard/upgrade/

The catch does get a fair amount of oil in it from blowby. Once a filter is placed on the turbo the catch can will be hooked to the turbo inlet and the catch can filter blocked. What this does is to create a vacuum on the block under boost.

As far as the gains, the 2 graphs before and after are about the same until boost hits and they then seperate. Will post the graphs later.

Post by **I H8 UR DSM** » Sun Apr 13, 2003 1:42 pm

why 264's ??

Post by **drumma022** » Sun Apr 13, 2003 1:42 pm

DANG!! NICE gain from the 264's!! But i hear that Enjuku made same power under a stock head and valvetrain. I hear they are putting in some nasty cams now too. Keep me posted, I am anxious to hear ANY good news from the SR.

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

I H8 UR DSM wrote:why 264's ??

Couldn't get the 272 cams in time for our race. We will upgrade when the race motor is built. As far as Enjuku, I don't know what they have done and if they have made more power then that is great. I will say this, I have yet to see and SR20DET in the US run into the 10's, but a lot of claims of 400+++hp. Maybe I am wrong???

Post by **drumma022** » Sun Apr 13, 2003 1:42 pm

As far as 10s I'd say that is correct for you to be the first that i have seen hit the 10 mark, however many are capable motor wise, but limited in traction. I have seen 126-130 mph trap speeds from an SR post, but with crappy traction off the line... I just love the FD and i love the SR. That is just plain awesome if you ask me.

Post by **hokiruu** » Sun Apr 13, 2003 1:42 pm

240Z Twin, you are absolutely insane! That motor looks quite unlike I have ever seen, at least while still being called an SR. Very Impressive times too. Damn!

Post by **I H8 UR DSM** » Sun Apr 13, 2003 1:42 pm

drumma022 wrote:As far as 10s I'd say that is correct for you to be the first that i have seen hit the 10 mark, however many are capable motor wise, but limited in traction. I have seen 126-130 mph trap speeds from an SR post, but with crappy traction off the line... I just love the FD and i love the SR. That is just plain awesome if you ask me.

I've said this before..there are 8 sec drag SR20det's, and 9 sec street/drag SR20det's in the US...some will prob break into the 7's this year.

But definitly the biggest thing keeping people out of the 9's is staying away from the wall.

Post by **I H8 UR DSM** » Sun Apr 13, 2003 1:42 pm

Post by **ITR_KILLR** » Sun Apr 13, 2003 1:42 pm

I'm gonna try to get my 200SX into the 10's this year, shouldnt be too hard. did i mention on a stock DET block?

Post by **pampadori** » Sun Apr 13, 2003 1:42 pm

240Z TwinTurbo wrote:The car ran in Orlando several weeks back, but had some problems that were since resolved. Here is a link to pics:http://www.eng.fsu.edu/~jthagard/upgrade/

The catch does get a fair amount of oil in it from blowby. Once a filter is placed on the turbo the catch can will be hooked to the turbo inlet and the catch can filter blocked. What this does is to create a vacuum on the block under boost.

As far as the gains, the 2 graphs before and after are about the same until boost hits and they then seperate. Will post the graphs later.

How much is a fair amount? say, one trip down the 1/8th. about 1/4 of a qt?

where does the block tube that went to the valvecover tee go now? i see it chillin back there in the pic. i'm having trouble with oil filling up my catch can every so often. can you help me out with this?shaun

Post by **I H8 UR DSM** » Sun Apr 13, 2003 1:42 pm

240Z TwinTurbo wrote:Couldn't get the 272 cams in time for our race. We will upgrade when the race motor is built. As far as Enjuku, I don't know what they have done and if they have made more power then that is great. I will say this, I have yet to see and SR20DET in the US run into the 10's, but a lot of claims of 400+++hp. Maybe I am wrong???

There are plenty of 400+HP sr's in the us. And easily over 10-20 10 second and lower (thats on the conservative side)

Post by **lessthanjakejohn** » Sun Apr 13, 2003 1:42 pm

I H8 UR DSM wrote:But definitly the biggest thing keeping people out of the 9's is staying away from the wall.

I'm not too big on drag racing terms, and I'm guessing that "staying away from the walll" means not crashing? How do you crash that often in a drag?

Post by **Nathan** » Sun Apr 13, 2003 1:42 pm

You do what Craig Paisley did in that poor Supra...

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

pampadori wrote:How much is a fair amount? say, one trip down the 1/8th. about 1/4 of a qt?

where does the block tube that went to the valvecover tee go now? i see it chillin back there in the pic. i'm having trouble with oil filling up my catch can every so often. can you help me out with this?shaun

If you use a catch can this is what you should do. Put a one way valve on the bottom of the catch can to allow the oil to drain out, but not back in. Usually a PCV valve will work for this. Now, tee this drain into the oil drain line for the turbo. This will allow any oil gather into the catch can to drain back into the block continuously. On my car I have both the block breather and valve cover breather going to the catch can and off the top of the catch can I have a line running to the turbo inlet. You will find under boost, the turbo inlet creates vacuum helping to evacuate the block. Let me know if this makes since?

As far as 10-20 10sec SR20DET'd power cars in the US, please point me to 5 of them?????? I don't doubt it, just haven't personally seen it!

Post by **Phax** » Sun Apr 13, 2003 1:42 pm

Thanks for the lesson on proper catch can fabrication.

Post by **drumma022** » Sun Apr 13, 2003 1:42 pm

Take a lok at many FWD SR20 powered cars.i dont have any direct links since i am at wrk... but I assure them they are there.

Post by **Siddhartha** » Sun Apr 13, 2003 1:42 pm

I'm assuming by "staying away from the wall" you mean they're having traction problems . . .

I'm confused . . .

Post by **pampadori** » Sun Apr 13, 2003 1:42 pm

your catch can explanation makes since somewhat. but do you have a pic of your setup? here is how mine is set up. i might put a drain on the bottom like you said. i'm tired of having to empty it out every week.with the other end of my catch can going to the intake, my turbo and intercooler would get oil coated. also, the vaccum would only draw out more oil.shaun

Post by **I H8 UR DSM** » Sun Apr 13, 2003 1:42 pm

Siddhartha wrote:I'm assuming by "staying away from the wall" you mean they're having traction problems . . .

I'm confused . . .

Yep...after 550hp the car just wants to go sideways, in first, second, and third gear....I saw a 10 sec KA powerd 240 almost hit the wall doing his burn out at ATCO, lol...

Post by **Siddhartha** » Sun Apr 13, 2003 1:42 pm

Won't camber make torque steer a non-issue, or am I a n00b . . .

Post by **Sygerwulf** » Sun Apr 13, 2003 1:42 pm

torque steer only affects FWD cars, and torque steer will always be an inssue, even the new maxi has it alittle

Until they figure out how to lock the front diff and eliminate the affects of engine roll it was always be there.

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

pampadori wrote:your catch can explanation makes since somewhat. but do you have a pic of your setup? here is how mine is set up. i might put a drain on the bottom like you said. i'm tired of having to empty it out every week.with the other end of my catch can going to the intake, my turbo and intercooler would get oil coated. also, the vaccum would only draw out more oil.shaun

Ask yourself what is the purpose of a block breather? With the pistons pumping in the engine and blowby from Turbo boost you build pressure in the block. The pistons travelling down work against this pressure, so it is key to help evacuate the block and not just vent it. Most 1400hp turbo mustangs run a vacuum pump on the engine to do this exact thing, evacuate the block to help free up revs. I would place the tube going to the turbo inlet(vacuum source) on the top of the catch can. However, I would NOT place the breather lines from the valve cover and block at the top. This will more easily allow the oil to enter the top of the can and exit the top of the can. You should place them about 1/3 way down the catch can and place some type of baffle between this and the top of the catch can. Oil is heaver than air and is more difficult to make change direction, so it will be less likely to exit into the turbo inlet(vacuum source). The PCV at the bottom will allow the oil to drain back into the pan when you are off boost and will not allow you to suck oil from the pan when you are on boost. I have run this setup for about 2 years with no problems. Check you PCV from time to time to assure it is working properly.

Post by **GodzillaFan** » Sun Apr 13, 2003 1:42 pm

umm.. pressure/vaccum in the block (oil pan, timing chain, rocker arm area) should not affect how the motor revs at all. the pistons arent working "against" it because when 2 of your pistons are pushing down, 2 of them are going up....the turbo stangs probably use the vaccum pump to clear out the massive amount of blowby... as it can contaminate oil in a hurry

Post by **240Z TwinTurbo** » Sun Apr 13, 2003 1:42 pm

GodzillaFan wrote:umm.. pressure/vaccum in the block (oil pan, timing chain, rocker arm area) should not affect how the motor revs at all. the pistons arent working "against" it because when 2 of your pistons are pushing down, 2 of them are going up....the turbo stangs probably use the vaccum pump to clear out the massive amount of blowby... as it can contaminate oil in a hurry

Don't be an idiot. According to your theory we should just seal the block because pressure buildup in the block doesn't matter since 2 pistons up....2 pistons down evens out the pressure. Oh, so with a vacuum pump the blowby cannot contaminate the oil??? Blowby contaminates the oil whether you evacuate the block or not. It all the little things that you can do that add up to make a better running engine. I am just trying to provide those who have a clue some ideas and assistance.

HKS Cams Dyno results

HKS Cams Dyno results

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