Quote:
Originally Posted by ecoli
Why port the head that much if it is going to kill the torque/low end power and still take 38psi to reach 700whp with a huge turbo?
Don't put too much faith in those classes, the tuning theory they teach works great for 1 cylinder engines or engines with a huge window between max power and detonation(like a normal compression all-motor engine), but isn't realistic for high strung boosted cars with 4+ cylinders.
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Why port the head that much? No reason really. Trying something "new" for the most part. The fact that it holds power for so long I kind of like though! Maybe we'll do some tests in the future on our staged heads and see what the difference is. Until then, I think our goal is just going to be getting it to hook on the dyno, making a clean pull up to 8500, and then getting it to hook on the track, and hope for a 9.xx @ 14x.
As for putting faith in those classes, trust me, they will just be a first baby step into something I already know a lot about, but haven't actually done. I know fuel tuning extremely well, I understand combustion theory completely, and I like to think I understand timing under boost. My problems lie in things like base maps and low throttle tuning. I would have no problem setting up a base fuel map for an engine, but I don't think I would be comfortable with a base timing map. I know how the old carberated vehicles did it with vacuum advance and I see how the timing curve ramps up with RPM, but I don't know what a modern EFI with a much more efficient combustion chamber and high power should be doing. Time and experience will probably teach me pretty quickly, but until then I will stay away from any timing maps on turbocharged vehicles.
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