My NEW FMIC mounted... PE TT MT Sedan
#16
07-03-2007, 07:47 PM
#18
02-18-2009, 11:39 PM
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Here's a compressor map I found of the PE1420 Turbo that come with the PE kit
here's Gurgen plugging in the RPM
I haven't done the conversion but it does look right..
Here's the min CFM needed at 14psi and 18psi..
I'll dig up and look at the number and conversion from CFM to M3/min since the compressor map is using m3/min. But just looking at Gurgen's plot at psi above 14psi the turbo is really almost past its efficiency area so not sure how much more you can cool it down if the turbo is almost at the edge. I'm pretty sure the bigger FMIC helped. I'm interested how much improvement Gurgen got.. lol I also bought his old FMIC which has been sitting in my closet for over a year!!!
I just looked at my CFM spreadsheet for our VQ Motor and a quick glance of the PE1420 compressor map. I'll dig deeper tomorrow once I get my good nite sleep.. lol
here's Gurgen plugging in the RPM
I haven't done the conversion but it does look right..
Here's the min CFM needed at 14psi and 18psi..
Code:
NA/CFM 14psi/CFM 18psi 0 0 200 10.57581019 20.72858796 23.68981481 400 21.15162037 41.45717593 47.37962963 600 31.72743056 62.18576389 71.06944444 800 42.30324074 82.91435185 94.75925926 1000 52.87905093 103.6429398 118.4490741 1200 63.45486111 124.3715278 142.1388889 1400 74.0306713 145.1001157 165.8287037 1600 84.60648148 165.8287037 189.5185185 1800 95.18229167 186.5572917 213.2083333 2000 105.7581019 207.2858796 236.8981481 2200 116.333912 228.0144676 260.587963 2400 126.9097222 248.7430556 284.2777778 2600 137.4855324 269.4716435 307.9675926 2800 148.0613426 290.2002315 331.6574074 3000 158.6371528 310.9288194 355.3472222 3200 169.212963 331.6574074 379.037037 3400 179.7887731 352.3859954 402.7268519 3600 190.3645833 373.1145833 426.4166667 3800 200.9403935 393.8431713 450.1064815 4000 211.5162037 414.5717593 473.7962963 4200 222.0920139 435.3003472 497.4861111 4400 232.6678241 456.0289352 521.1759259 4600 243.2436343 476.7575231 544.8657407 4800 253.8194444 497.4861111 568.5555556 5000 264.3952546 518.2146991 592.2453704 5200 274.9710648 538.943287 615.9351852 5400 285.546875 559.671875 639.625 5600 296.1226852 580.400463 663.3148148 5800 306.6984954 601.1290509 687.0046296 6000 317.2743056 621.8576389 710.6944444 6200 327.8501157 642.5862269 734.3842593 6400 338.4259259 663.3148148 758.0740741 6600 349.0017361 684.0434028 781.7638889 6800 359.5775463 704.7719907 805.4537037 7000 370.1533565 725.5005787 829.1435185
I just looked at my CFM spreadsheet for our VQ Motor and a quick glance of the PE1420 compressor map. I'll dig deeper tomorrow once I get my good nite sleep.. lol
Last edited by FI'ed G; 02-18-2009 at 11:52 PM.
#19
02-19-2009, 03:58 PM
#20
02-19-2009, 04:28 PM
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Here's Lbs/min version..
Code:
RPM NA/lbs 14psi 18psi 0 0 1.96 2.24 200 0.73 1.43 1.63 400 1.46 2.86 3.27 600 2.19 4.29 4.90 800 2.92 5.72 6.54 1000 3.65 7.15 8.17 1200 4.38 8.58 9.81 1400 5.11 10.01 11.44 1600 5.84 11.44 13.08 1800 6.57 12.87 14.71 2000 7.30 14.30 16.35 2200 8.03 15.73 17.98 2400 8.76 17.16 19.62 2600 9.49 18.59 21.25 2800 10.22 20.02 22.88 3000 10.95 21.45 24.52 3200 11.68 22.88 26.15 3400 12.41 24.31 27.79 3600 13.14 25.74 29.42 3800 13.86 27.18 31.06 4000 14.59 28.61 32.69 4200 15.32 30.04 34.33 4400 16.05 31.47 35.96 4600 16.78 32.90 37.60 4800 17.51 34.33 39.23 5000 18.24 35.76 40.86 5200 18.97 37.19 42.50 5400 19.70 38.62 44.13 5600 20.43 40.05 45.77 5800 21.16 41.48 47.40 6000 21.89 42.91 49.04 6200 22.62 44.34 50.67 6400 23.35 45.77 52.31 6600 24.08 47.20 53.94 6800 24.81 48.63 55.58 7000 25.54 50.06 57.21
Last edited by FI'ed G; 02-19-2009 at 04:57 PM.
#21
02-19-2009, 10:54 PM
how does the plumbing work on that PE kit? the charge pipes Y together before the IC?
Interesting.
2.5" deep stock IC is smaller than the stock Vortech IC. I can imagine that thing prolly heat soaked at ~400 hp. The PE kits only make ~450 though right? ANd like stated above, woulda been interesting to get some before and after AIT's as those turbos are prolly pumping some hot air so far past their efficiency.
Interesting.
2.5" deep stock IC is smaller than the stock Vortech IC. I can imagine that thing prolly heat soaked at ~400 hp. The PE kits only make ~450 though right? ANd like stated above, woulda been interesting to get some before and after AIT's as those turbos are prolly pumping some hot air so far past their efficiency.
#22
02-20-2009, 04:07 AM
Gurgen doesn't really frequent the forums much, can't really blame him, every time he trys to educate people they just harass him, oh well their loss.
Currently he is running the intercooler posted in this thread, with a custom Aquamist direct port water injection system being controlled by his MoTeC M800, he and I are the only ones with this setup (custom water injection), except he has me one up on the EMS. (I am controlling my water injection via the HFS-5)
I have no doubts his car will break 500rwhp on 91 octane, without methanol - just water. Currently his car is only road tuned so we don't know the numbers, also it is basically a track car now since he daily drives an A8 L (much easier on the kidneys
) so power delivery and boost response is more important to him than peak numbers.
Hope this answers your questions,
-George
GT Motorsports
Currently he is running the intercooler posted in this thread, with a custom Aquamist direct port water injection system being controlled by his MoTeC M800, he and I are the only ones with this setup (custom water injection), except he has me one up on the EMS. (I am controlling my water injection via the HFS-5)
I have no doubts his car will break 500rwhp on 91 octane, without methanol - just water. Currently his car is only road tuned so we don't know the numbers, also it is basically a track car now since he daily drives an A8 L (much easier on the kidneys
) so power delivery and boost response is more important to him than peak numbers.Hope this answers your questions,
-George
GT Motorsports
#23
02-20-2009, 08:30 AM
Thanks George. It's still a little bit unclear to me how to represent different IC efficiencies onto a compressor map, or if that's even possible. My sense is that increasing IC efficiency will effectively broaden compressor efficiency curves, but I don't like to make assumptions. 
I was hoping someone might be able to spoon feed me the answer, but I'm sure it'll come to me eventually. I like the way Gurgen datalogged his runs right onto the compressor map.
FI'd G, thanks a bunch for the data and charts!
I was hoping someone might be able to spoon feed me the answer, but I'm sure it'll come to me eventually. I like the way Gurgen datalogged his runs right onto the compressor map.FI'd G, thanks a bunch for the data and charts!
#24
02-20-2009, 08:39 AM
how does the plumbing work on that PE kit? the charge pipes Y together before the IC?
Interesting.
2.5" deep stock IC is smaller than the stock Vortech IC. I can imagine that thing prolly heat soaked at ~400 hp. The PE kits only make ~450 though right? ANd like stated above, woulda been interesting to get some before and after AIT's as those turbos are prolly pumping some hot air so far past their efficiency.
Interesting.
2.5" deep stock IC is smaller than the stock Vortech IC. I can imagine that thing prolly heat soaked at ~400 hp. The PE kits only make ~450 though right? ANd like stated above, woulda been interesting to get some before and after AIT's as those turbos are prolly pumping some hot air so far past their efficiency.
#26
02-20-2009, 10:26 AM
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I got the compressor map from this thread http://my350z.com/forum/forced-induc...ilt-motor.html but I believe the OP (SQUILL) used a VE of 100% to map the the turbo. You can see that above 15psi and at redline of 7000rpm that the turbo is already past its efficiency. I dont use 100% VE, I prefer a much conservative 85% VE since it is really hard to hit 100%VE near redline. Maybe someone correct me if our motor indeed hit 100% VE in the upper rpm. I know it is easier to hit 100% VE with FI than NA but I have read somewhere that 100% at near redline is not an easy task even with FI..
If you follow my conservative 85% VE table then the PETT should still be within the compressor map even at 18psi, if you follow the 100% VE correction then the turbo is way past it's efficiency at 7000rpm.
If you follow my conservative 85% VE table then the PETT should still be within the compressor map even at 18psi, if you follow the 100% VE correction then the turbo is way past it's efficiency at 7000rpm.
#28
02-20-2009, 11:48 AM
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#29
02-20-2009, 12:56 PM
