racing without an engine belt
11-20-2006, 02:10 PM
#21
6600 rpm clutch dump of death Administrator
Belt on vs belt off is about 12-15RWHP at 500RWHP with an electric water pump. The power steering is the biggest culprit over 6500 rpm. They cavitate over 6500 and rob power.
You need the battery fully charged, as when voltage begins to drop A/F goes nutty.
You need the battery fully charged, as when voltage begins to drop A/F goes nutty.
11-20-2006, 03:13 PM
#22
Originally Posted by J-Rod
Belt on vs belt off is about 12-15RWHP at 500RWHP with an electric water pump. The power steering is the biggest culprit over 6500 rpm. They cavitate over 6500 and rob power.
You need the battery fully charged, as when voltage begins to drop A/F goes nutty.
You need the battery fully charged, as when voltage begins to drop A/F goes nutty.
now compare alternator only (aka electric waterpump and powersteering bypassed or removed)...
ive seen ALOT of cases where the alternator only one is faster...
and anyone running nitrous or forced induction would probly want to make sure they're getting enough voltage to the pumps....
11-20-2006, 04:42 PM
#24
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You could get the alternator bracket that BMR makes so you can just run a short belt to only power the alternator. I kind of agree that taking away the power steering is a little risky going down the track if things get squirly but that's up to you. But maybe just running a belt to the alternator will allow you to free up some hp but not worry about voltage. In fact running the alternator will allow you to run a smaller battery and save some weight which may make up for the power it takes to turn the alternator.
11-20-2006, 06:16 PM
#25
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Originally Posted by CTSmechanic
Power steering would be nice... not to mention make it easer to drive esp if you got out of shape...
power steering doesn't do much when your moving..If you had an electric WP i really dont see any problem with it.
11-20-2006, 06:51 PM
#27
Its a twin turbo LS1 with a nitrous kit seriously 15 hp? really dosent make sense to me..If your used to driving a car with power steering and the thing gets all out of shape it might be a challenge to correct it a risk that outweighs the lost hp... Better ask if the car has all the "free mods" too wouldnt want to miss out on 5 more hp..
11-21-2006, 12:52 AM
#29
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i would like to think all of you guys i think that i got the point.
but it was an idea that i wanted to sheare it with you
but it was an idea that i wanted to sheare it with you
Last edited by hesham; 11-21-2006 at 02:28 AM.
11-21-2006, 02:16 AM
#30
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wow, i hopped in here looking to get a decent answer i could use for a track only carbed car a buddy and i are setting up, and i read thru two pages of ****!...thanks for the dyno j-rod.
just wondering if the hassle of wiring the alternator is worth it on a track only car...
just wondering if the hassle of wiring the alternator is worth it on a track only car...
11-21-2006, 02:50 AM
#31
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I wouldnt think it is worth the hastle of taking the belt off completely, and worrying about it. Although on my mustang I by-passed the power steering with a shorter belt, and just ran the alternator and water pump with the a/c as a idler pulley as it free spools if the a/c is off.
But I would like to know how the starter of this thread hesham keeps this car together... "2004 gto lg9 6.0l mti stage 2 heads, fast 90/90 zex fogger system 300 hp, and avo twin turbos "
mainly just the 6.0L 300hp fogger system with avo twin turbos? Unless an avo twin turbo set up makes little or no boost? Or that is one incredible engine... Or something is going over my head....
But I would like to know how the starter of this thread hesham keeps this car together... "2004 gto lg9 6.0l mti stage 2 heads, fast 90/90 zex fogger system 300 hp, and avo twin turbos "
mainly just the 6.0L 300hp fogger system with avo twin turbos? Unless an avo twin turbo set up makes little or no boost? Or that is one incredible engine... Or something is going over my head....
11-21-2006, 08:59 AM
#32
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Originally Posted by J-Rod
back to back. Belt on vs belt off. 13-16 RWHP.
Belt On, was that only running Alt? or both Alt and Power Steering?
13 to 16 RWHP is a nice gain.
11-21-2006, 09:18 AM
#33
Originally Posted by SlickVert
Belt On, was that only running Alt? or both Alt and Power Steering?
13 to 16 RWHP is a nice gain.
13 to 16 RWHP is a nice gain.
and id bet that the far majority of that is from powersteering, and that the results would be quite diff for a alt only vs no belt dyno.
11-21-2006, 12:16 PM
#34
6600 rpm clutch dump of death Administrator
Originally Posted by MrDude_1
thats powersteering + alt..
and id bet that the far majority of that is from powersteering, and that the results would be quite diff for a alt only vs no belt dyno.
and id bet that the far majority of that is from powersteering, and that the results would be quite diff for a alt only vs no belt dyno.
I agree. I've been looking at doing that also.
11-21-2006, 09:26 PM
#35
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Originally Posted by SlickVert
Belt On, was that only running Alt? or both Alt and Power Steering?
13 to 16 RWHP is a nice gain.
13 to 16 RWHP is a nice gain.
11-21-2006, 11:46 PM
#36
Originally Posted by NSTY WS6
But I would like to know how the starter of this thread hesham keeps this car together... "2004 gto lg9 6.0l mti stage 2 heads, fast 90/90 zex fogger system 300 hp, and avo twin turbos "
mainly just the 6.0L 300hp fogger system with avo twin turbos? Unless an avo twin turbo set up makes little or no boost? Or that is one incredible engine... Or something is going over my head....
mainly just the 6.0L 300hp fogger system with avo twin turbos? Unless an avo twin turbo set up makes little or no boost? Or that is one incredible engine... Or something is going over my head....
11-22-2006, 05:36 AM
#38
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this is my project:
bmr SUBFRAME CONNECTORS
HARROP DIFFERENTIAL COVER WITH POLYURETHANE MOUNT
3.91 deff tech. gear ratio
HARROP REAR CRADLE BUSHINGS
bmr DRAG BAGS
bmr HEAVY DUTY CV SHAFTS
bmr BILLET AXLE STUBS
bmr DRIVESHAFT SAFETY LOOP
3.5" alum. HEAVY DUTY DRIVESHAFT
rebelt 4l60e that can handle 600 hp
lq9 6.0 bore .030 (calys pistons, forged connecting rods with arp studs, forged cranck)
comp lifters
avo twinturbo ( twin GT 35R)
asp pully, powermaster alt. 200amp,
g5x3 cam
mti stage 2r heads
msd coils.
msd windows act. switch
fast 90/90 + zex 300 shots fogger system
fast fuel rials
2 welbro fuel pumps intank + 1 aeromutive prose. inline, 70 lb injectors.
boost cooler (snow performance)
mozier water pump.
nos progressive controller + widband dynojet
e01 perfect greddy boot controller
bmr SUBFRAME CONNECTORS
HARROP DIFFERENTIAL COVER WITH POLYURETHANE MOUNT
3.91 deff tech. gear ratio
HARROP REAR CRADLE BUSHINGS
bmr DRAG BAGS
bmr HEAVY DUTY CV SHAFTS
bmr BILLET AXLE STUBS
bmr DRIVESHAFT SAFETY LOOP
3.5" alum. HEAVY DUTY DRIVESHAFT
rebelt 4l60e that can handle 600 hp
lq9 6.0 bore .030 (calys pistons, forged connecting rods with arp studs, forged cranck)
comp lifters
avo twinturbo ( twin GT 35R)
asp pully, powermaster alt. 200amp,
g5x3 cam
mti stage 2r heads
msd coils.
msd windows act. switch
fast 90/90 + zex 300 shots fogger system
fast fuel rials
2 welbro fuel pumps intank + 1 aeromutive prose. inline, 70 lb injectors.
boost cooler (snow performance)
mozier water pump.
nos progressive controller + widband dynojet
e01 perfect greddy boot controller
11-22-2006, 07:52 AM
#39
6600 rpm clutch dump of death Administrator
Originally Posted by GOaT Cheese
Is it just me or are the correction factors for each run different? 0.98 for run #3 and 0.99 for run #1. Or am I misinterpreting the pulls? If the CF is not the same the results need to be trashed.
Uncorrected numbers I would question more than corrected numbers. The correction factor is the attempt to use SAE parameters to stabalize any test data you obtain.
I question this build a bit. First off, who is AVO? Whose kit are you using for twins. Why would use you use a big N/A cam for a F/I application?
Callies, not calys makes crankshafts not piston.
Walboro, not 2 welbro makes fuel pumps
Aeromotive, not aeromutive prose. makes fuel system equipment
Mezeire not mozier makes an electric water pump
I'd like to see pics of this project before I lend it any credence. Att his point I'm sorry to say it sounds like the wishful thinking of a 14 yr old.
11-22-2006, 08:04 AM
#40
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Originally Posted by J-Rod
No, if you look, the temperature had gone up 2 degrees, and baro had changed slightly. So, the CF changed. I have done more than one dyno test which has more than verified these results. This was the only one I had on hand on short notice.
Uncorrected numbers I would question more than corrected numbers. The correction factor is the attempt to use SAE parameters to stabalize any test data you obtain.
I question this build a bit. First off, who is AVO? Whose kit are you using for twins. Why would use you use a big N/A cam for a F/I application?
Callies, not calys makes crankshafts not piston.
Walboro, not 2 welbro makes fuel pumps
Aeromotive, not aeromutive prose. makes fuel system equipment
Mezeire not mozier makes an electric water pump
I'd like to see pics of this project before I lend it any credence. Att his point I'm sorry to say it sounds like the wishful thinking of a 14 yr old.
Uncorrected numbers I would question more than corrected numbers. The correction factor is the attempt to use SAE parameters to stabalize any test data you obtain.
I question this build a bit. First off, who is AVO? Whose kit are you using for twins. Why would use you use a big N/A cam for a F/I application?
Callies, not calys makes crankshafts not piston.
Walboro, not 2 welbro makes fuel pumps
Aeromotive, not aeromutive prose. makes fuel system equipment
Mezeire not mozier makes an electric water pump
I'd like to see pics of this project before I lend it any credence. Att his point I'm sorry to say it sounds like the wishful thinking of a 14 yr old.
big cam coz i want more power with less boost