Could you point me to where you saw that thread Silo? I'd like to read more on the subject.

If it is a matter of intake charge density and backpressure, then that makes sense. I'm glad I learned something today. So there must be a sweet spot for volumetric efficiency that will squeeze the absolute most out of a turbo.

The quantity of air that flows through the engine at a given boost pressure, temperature and rpm is detemined by the flow characteristics of the engine(port size, valve size, cam, displacement) and not by the characteristics of the compressor that creates the boost. Other than minor differences in parasitic losses from bearings and belts, boost is boost regardless of how the engine created it.
Silo's chart indicated a larger turbo could flow more air than a small turbo at a given pressure, which is not true if they were both used on identical engines. It would be true if the larger turbo was used on a larger engine.

I would think the intake piping would have more influence on how much power the engine makes at a given psi. A 3 inch pipe supplying 5 psi to the engine would result in more power than say a 1/2 inch pipe supplying 5 psi.

This is why I love super chargers. Everyone wants a turbo with 500+ power. Thats great and all but unless your a track junkie all that highend HP is wasted and not utilized. These power curves will create a more fun daily driver then any high HP turbo setup.

Not bad... 360+RWHP is C5 Z06 territory. Not bad at all.

8PSI would probably get you over 400RW. But even at 5PSI you've got a pretty fast car.

Intake piping size will affect efficiency. 5psi at the intake manifold will produce the same power when delivered through a 1/2 inch pipe as it would with a three inch pipe. The system using the 1/2 inch pipe would waste a lot of the power produced in forcing enough air through the pipe to yield 5psi at the manifold. Pressure inside the 1/2 inch pipe would be about 36 times higher than the pressure in the 3 inch pipe to deliver the same 5psi at the manifold.

Sounds like someone did not forget what they learned in physics.:tup:

Can someone help me read this tq curve.

How do I read this dyno sheet.

HP rating on the left side.. TQ rating on the right side


The line that rises from low to high is the HP

The flatter line is the TQ

So what's the Tq curve? And what makes it a good thing? Thanks for the response

The TQ curve is how the TQ is applied to the wheels.. is it smooth, does it spike, is it harsh, etc..

Thats the TQ curve or measurement
http://www.the370z.com/attachment.ph...1&d=1266542155

A better shot of before and after.. so a noticeable gain in TQ from start to finish. It's flat so that makes it predictable, smooooooth.

http://www.the370z.com/attachment.ph...1&d=1266542246

oh oh ok...Thanks I get it now...Do you notice the wave in there...I wonder what caused that.

prolly this guy....




:wtf2: