Quote:
Originally Posted by SECOND2NONE
i understand the modern engines compensating on stock cars. But im just not a believer that this also goes for tuned cars
if a tuner sets max boost at 25 psi to make 450whp. that same car in diffrent conditions would require the ecu to raise boost by another 3 psi to to make the same consistent power. how would this work if max boost is already set to 25 psi
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Very good example, it's gets even worst when that hypothetical 25psi you set it at, represents the max efficiency the said turbos can push.. or the max fuel system limits too. That's the whole premise why tuners use dyno's to compare achievements and set them to a set CF like SAE. This article, or all the commentary we heard earlier from earlier members claiming essentially corrected dyno results mean nothing lol
don't take the mechanical limitations into account. They're looking at it one dimensionally. The ONLY reason some "modern turbo motors" can make near identical power by self correcting themselves is by having power well beyond stock configuration built into them so that it can essentially raise the boost or fuel pressure or whatever it needs to in order to compensate. This is a very easy concept to understand. Hence, tests like the magazine tests illustrated above only make sense for essentially stock turbo cars with a lot of room for power built into them. Take that same Porsche put a GIAC flash, raise boost to 25psi taxing its stock turbos and fuel system to the max... THEN test it at sea level and once more at a dyno 5000ft ASL and look at the results
That's when the whole "correction factors aren't needed because motors self correct BS goes right out the window..." But then again this is elementary common knowledge information I'm stating here, AGAIN, that any serious tuners & engine builders already have known for years... but what do they ALL know lol..