308 Supercharger Dyno run - 300+ HP!

there were so many ways i could title this thread but i figured i'd keep it simple. for now i'll post the jpg's he sent over. okay okay more info...

4th gear run up to 6k, apperantly i can't exceed 100mph so i wasn't able to get past 6k.

AFR at idle runs 14~15.
under load it starts at 14 then dips to 13 and stays there until 4500rpm then dips to 11 at 5500 then climbs again. it looks like i need to advance the timing so we did for another run picked up more power and the AFR pulled up to 12. i have a newer mappable electromotive coming in in a few weeks so i can fine tune again and do more pulls.

the charger is set up for 10psi at 6500rpm.

and without further ado.....the pics

p.s. check out the torque curve, pool table anyone?
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sorry,
yes those are rear wheel HP numbers. this was done on a mustang dynojet. precharger base number was 193hp and 183tq, two pulls were done without the charger belted and the air unrestricted. we then got right to the meat of it . i spent 4hrs on the dyno and we did probably around a dozen pulls. all in the same 300~330hp range. kept tweaking the ignition curve.

these were low numbers to the shop who regularly do 500~700hp subies, but for some reason a boosted ferrari attracted quite the crowd. and they all seemed very impressed. the torque curve really got their attention.

 

pulls like a frieght train!!! short shift to third gear then nail it and it will lift the front noticably. 1st goes quick second can get loose and third is the sweet spot. passing on the freeway is soooo easy and the car just launches!

 

thanks mark,
the AFR was being read at the tail pipe so i'd expect it to be a bit richer than were reading. the AFR was a nice level line hovering around 12 then droping off past 4500rpm into the 11~10 range. might be a timing issue and then again due to it still running the CIS it also could be a control pressure or regulator thing. more testing is going to be done. however in the first few runs, advancing the timing started to smooth out and lean the AFR which raised the power from 289 to 337.

no we didn't measure the boost on the manifold, i'm still waiting on some parts. this run was a last mintue deal, he called me up and said come on down. can't argue as it was FREE!

we tried 3rd but the rev limit kept me from hitting 100mph, not sure why so we went for 4th and for me thats fine as 4th is closer to 1:1.

i was too excited about the numbers to read the top of the page right, it's a Mustang Dynanometer. we were measuring wheel HP, and unless the dyno runs it's own conversion he did not supply one for it. the boost numbers i have are from vortech per the pulley sizes. 3" & 6" so it's been calculated to hit 10psi @ 7krpm and would climb to 12 @ 8krpm. i haven't been past 6600rpm.

the numbers suprised me but at the same time not really, they match all the calcs i did when i started the project. after having done a compression and leak down on the motor i know it's not stock so i have an advantage there, by how much i'm not sure. possibly 25~30hp. i'm running redline 10~30 oil and 75~90NS gear oil. water temps were 190 and oil was 210. ambient air was 85~90 depending on run and heat soak.

like yourself i went over the motor before i started. re-timed the cams and did the valve adjustment. so having a fresh motor is a good head start

 

also i think alot of it is due to the mapp going right dead nuts center thru the efficiency island of the compressor. the compressor is working optimally with motor thru the rev range and it shows! the boost is coming on sooner than i had planed but only by about 500rpm.

 

it should be noted that the engine has zero emission crap on it. the air pump is gone, the egr is no longer functioning (dead EGR). the air nozzels were removed and the holes pluged with custom made plugs. euro headers and test pipes dumping into a tubi. oil evap goes to a vented moroso tank.

aside from the US cams its closer to euro specs than US.

 

the stock distributors would not be a good idea to run with this setup. i have the electromotive ignition an early version that will be changed shortly with a mappable one.

stronger spark, more adjustability on the curve and a crank trigger.

 

mark,
your right, i was calc'ing for crank HP. i've been up most of the night becouse i decided to have greek food for dinner. so i'm up by a bit ;0 i know the mystery will be solved as soon as i data log the pressure and rpm.

the clutch is slipping a bit if i get on it hard, if i go gentle i'm alright. but it will be replaced along with a lighter flywheel. nicks got some nice units so i'll be going that route. it's a new stock clutch so we'll see how long it holds on. i don't clutch dump or run her hard around town due to the police presence and now i'm annoucing the way with the BOV! the pres (Bush) is coming to my neighbor hood (literally accross the street) on tuesday so it's pretty beefed up right now.

 

went digging thru the book. speed to gear @ 6600rpm:

1st = 37
2nd = 56
3rd = 78
4th = 106
5th = 139

so that would explain the inability to use 3rd. we had to sync the rollers to the test gear. run and hold at 3k rpm in test gear. then start from a dead stop and short shift to 4th and run it from 25mph ~ 95mph. most of the top speeds were 92~97mph getting out before exceeding 100 was HARD! as it still rolls forward a bit.

 

pics for those interested.
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not sure on HP but from talking to those in the know the CIS is good to somewhere between 15~20psi. WAY higher than i'd ever put thru a stock 308. the CIS we have was also used by Porsche on the turbo 911's, mercedes and saab. most any euro turbo car of the 80~85 yr range used the bosch CIS. so it really isn't anything new. it's just to keep the cost down. upgrading to a new EFI would get better results but also cost $$$$.

 

yes this 'kit' is available for purchase thru nick forza. i'm still fine tuning the system to get the ignition set up right. and also currently awaiting the carbon fiber work for the air flow and intake.

i thought i'd share the initial dyno numbers and how it's progressing, i should have it available by yr end. (fingers crossed) as the yr winds down it gets easier to get parts and shop time for the machining.

 

i don't forsee any negitive impact on the drivetrain, the power builds in a linear fashion as opposed to all at once. the components that would need to be upgraded would be the clutch and ignition system.

not sure on final cost becouse i'm still not 100% done for the production end. and nick will be putting together the kits most likely combined with other components to make it a complete 'upgrade' and ofcourse there will be 'kits' that are less parts for those with some of those upgrades already. however i'll let nick handle the particulars of the kits. bottom line this will be affordable for the gains and cheaper than a turbo