Fun on the Dyno today

[Wayne Presley]

It's a 818 for a customer with an OEM shortblock 2.0 with fresh heads, stock cams, 18G turbo with a billet compressor wheel, TGV deletes and 1000cc injectors. I ran it up to 15 psi and made 299 RWHP and 244 RWTQ.

https://youtu.be/qvuELsQe0jI

[Solidworks-Mike]

It's a 818 for a customer with an OEM shortblock 2.0 with fresh heads, stock cams, 18G turbo with a billet compressor wheel, TGV deletes and 1000cc injectors. I ran it up to 15 psi and made 299 RWHP and 244 RWTQ.

https://youtu.be/qvuELsQe0jI

What would you say are the biggest factors contributing to the high HP output?

[Rasmus]

What would you say are the biggest factors contributing to the high HP output?

My educated guess would be the 18G turbo. Coming from the Subaru Tuner community the 18G is a little big for a 2.0L. So it stacks all the HP's way up the powerband. Unfortuntally it's takes the 2.0L a while it get the 18G's spooled up so you wait and wait for the boost to kick in. And when it does it's all at once. 18G's are usually better paired with 2.5Liters. 16G's with 2.0Liters.

Spikey powerbands are good for Internet Bragging or Continually Variable Transmissions. Wide Powerbands are for low track times and fun driving.

[Solidworks-Mike]

My educated guess would be the 18G turbo. Coming from the Subaru Tuner community the 18G is a little big for a 2.0L. So it stacks all the HP's way up the powerband. Unfortuntally it's takes the 2.0L a while it get the 18G's spooled up so you wait and wait for the boost to kick in. And when it does it's all at once. 18G's are usually better paired with 2.5Liters. 16G's with 2.0Liters.

Spikey powerbands are good for Internet Bragging or Continually Variable Transmissions. Wide Powerbands are for low track times and fun driving.

Sounds like he needs an F1 setup that will help get things spinning faster! Shouldn't cost much!

[johngeorge]

What a handsome lad driving that car! nice job Wayne, sounds real good.

[Wayne Presley]

What would you say are the biggest factors contributing to the high HP output?

I didn't think it was that high, it is a fresh motor though. Seemed right in line with the other 2.0L motors, not as much torque as the 2.5's but similar HP. The 2.0 L motors make peak power about 6200 rpm where the 2.5's make it at 5800 rpm when both have stock cams. The TGV's have been deleted, it has my air to water intercooler, my exhaust and an efficient billet compressor wheel in the turbo. I am about 3° low on the timing in the 3000-5000 rpm range to reduce the bearing load while breaking in the motor. The motor will make another 25ish TQ through the midrange when I add this back in.

My educated guess would be the 18G turbo. Coming from the Subaru Tuner community the 18G is a little big for a 2.0L. So it stacks all the HP's way up the powerband. Unfortuntally it's takes the 2.0L a while it get the 18G's spooled up so you wait and wait for the boost to kick in. And when it does it's all at once. 18G's are usually better paired with 2.5Liters. 16G's with 2.0Liters.

Spikey powerbands are good for Internet Bragging or Continually Variable Transmissions. Wide Powerbands are for low track times and fun driving.

Seems to have a nice flat torque curve to me and full boost at 3600 rpm. The billet 18G compressor wheel is more efficient than the standard cast one. The customer wants 340 RWHP eventually and the 16G is a stretch to get there. Here is a 20G on a 2.5L making 300 RWHP with full boost at 3400 rpm also. The extra half liter of displacement shows up as nearly 30 lb/ft rwtq (it's about 50 compared to the top graph but that motor doesn't have all the timing it needs) in the midrange but with the stock cams run out of airflow 500 rpm sooner allowing the 2.0L to make the same HP

What a handsome lad driving that car!

Yes I am!

[STiPWRD]

Wayne, is the green MAP sensor line the manifold pressure? If so, how can it be 15 psi?

[Wayne Presley]

The brown is the AFR and the brown Y axis scale is AFR. I then scale the MAP to be 10 times afr in kPa. So it was 204 kPa which is 15.08392 psi of boost. I scale the HP and TQ to the blue Y axis numbers. The software doesn't have the ability to have 4 Y axis scales.

[STiPWRD]

Got it, thanks! I noticed you've got the boost gradually climbing with RPM where the stock ECU would typically taper the boost down, probably for reliability. Other than adjusting the wastegate duty cycle map, is there anything else that should be done when keeping boost constant or increasing until redline? Maybe reducing timing a bit up top?

[Wayne Presley]

That's boost creep, the internal wastegates can bypass only so much flow. If I had an external wastegate I could keep it at the 12 psi of the wastegate spring. When I set the BCS duty cycle to 16 psi or above, there will be no boost creep since the gate can flow enough to only allow 15.

[Sgt.Gator]

+1 on the EWG, that's what I had to do when I installed a Blouch 1.5xtr. Some people can get it to work smoothly on it's IWG but we couldn't.

[STiPWRD]

+1 on the EWG, that's what I had to do when I installed a Blouch 1.5xtr. Some people can get it to work smoothly on it's IWG but we couldn't.

Would a 3 port EBCS help?

[Wayne Presley]

I have a 3 port EBCS on this car.

[nkw8181]

Looking good!

[RM1SepEx]

Wayne, when can we expect to see dyno numbers for the awesome orange turbo 3.0 flat 6 you built?

[Wayne Presley]

When I get a chance to work on my own stuff...looking like August

[C.Plavan]

+1 on the EWG, that's what I had to do when I installed a Blouch 1.5xtr. Some people can get it to work smoothly on it's IWG but we couldn't.

We couldn't get it to work either on the IWG- EWG fixed everything.

[Wayne Presley]

The less boost you run with a smaller AR turbine housing to get faster spool up, the bigger the wastegate needs to be.