Jak Stoll puts down 425whp on mustang dyno - The Saab Link Forums

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Old 08-08-2007, 01:46 PM   #1
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Jak Stoll puts down 425whp on mustang dyno

Jak put down 425whp on a Mustang dyno with new nitrous set-up. That would be around 489whp on a dynojet... Smoking. Check the video. Here is dyno sheet too. Good looking power graph, it made peak power at 6400rpm or so... It made peak torque incredibly low with his size turbo gt32 with .78 ar and tubular exhaust. Something in the high 2800 to low 3200 range I think...

http://videos.streetfire.net/video/d...84011db838.htm
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File Type: jpg dyno slip 83 0011.JPG (18.1 KB, 37 views)
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Old 08-08-2007, 01:51 PM   #2
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Crazy. I like the purge on the intercooler.

Whats his mod list?
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Old 08-08-2007, 02:02 PM   #3
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Wow.

I know it's probably an old wive's tale, but doesn't one minute of nitrous equal like 10,000 miles of wear and tear on an engine?
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Old 08-08-2007, 02:08 PM   #4
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that is fucking sweet
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Old 08-08-2007, 02:13 PM   #5
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Damn.
How much $$$ is in there?
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Old 08-08-2007, 02:24 PM   #6
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Quote:
Originally Posted by gregabbott View Post
Wow.

I know it's probably an old wive's tale, but doesn't one minute of nitrous equal like 10,000 miles of wear and tear on a transmission?
fixed.

so the lesson here is that saab motors are really strong? yup, we know that allready. still cool though i suppose. also, John, how many times do i have to tell you theres no way you can say "that would be xxxhp on a dynojet" there are just no hard and fast rules like that, depends on the calibration of the dyno and a bazillion other factors.

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Old 08-08-2007, 02:34 PM   #7
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Yea, I know and that why I said around 489whp on 15psi of boost.

My car was exactly 15% higher on a dynojet than it was on a mustang dyno.

Its pretty well accepted 10-15% difference. No need to worry though, the dynojet will get tested soon enough and when it gets dialed in at 25psi or more, I am sure over 500whp will be the end result...

I am next on the nitrous chopping block... Direct Port Injection on the way...

John
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Old 08-08-2007, 02:36 PM   #8
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you may want to invest in a few trannys too and and we are not talking about the lendo types.
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Old 08-08-2007, 04:31 PM   #9
 
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Wow?

How long did it last?
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Old 08-08-2007, 04:37 PM   #10
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Quote:
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Wow?

How long did it last?
Well, his wife said it was less than a minute...
Haha. I am too funny.
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Old 08-08-2007, 04:55 PM   #11
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Nitrous when done right should have minamal effects on engine it when you start shotting 100shot into that shit breaks. but i say 25-50 shots shouldn't do much harm.
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Old 08-08-2007, 06:04 PM   #12
 
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Damn....must be fun, though.
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Old 08-08-2007, 06:16 PM   #13
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He is pushing the limits for sure. Its part of the fun. You have to find your limits when you really start pushing things.

If you arnt breakin stuff, you ain't goin fast enough

I was thinking a 35-50 shot would be nice. The nitrous can expand the hp at a expodential rate it seems. I hope he can get it tuned fairly safe with the timing. He said the fuel was very rich on that dyno pull.

John
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Old 08-08-2007, 07:15 PM   #14
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Is this the same engine he's been using the whole time or has he replaced that one? I remember hearing him at Carlisle say he had a lot of blow by but he couldnt blow the damn thing up, you gotta love these engines.
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Old 08-08-2007, 07:44 PM   #15
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Quote:
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Is this the same engine he's been using the whole time or has he replaced that one? I remember hearing him at Carlisle say he had a lot of blow by but he couldnt blow the damn thing up, you gotta love these engines.
I think he just put that engine in.....
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Old 08-08-2007, 08:38 PM   #16
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Impressive! That's on stock internals?
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Old 08-08-2007, 08:59 PM   #17
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if i recall correctly....i talked to jak at carslise about the car. i was drunk. yuengling rules!!! and he said the motor in his car at that time has getting ready to come out. speculating im guessing this would be a new one. nice lookin pull.
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Old 08-08-2007, 09:22 PM   #18
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wow thats impressive...i'd also be curious to see a pull on the dynojet just for grins....that and getting another video to watch
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Old 08-09-2007, 01:07 AM   #19
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Talking Turbo Magazine ZEX turbo system test

There are two types of turbo engines that regularly associate themselves with nitrous oxide: those that lay in broken pieces tucked away i the dark corners of some machine shop, and thosethat help make ridiculous Hp- the kind of Hp that makes even tough guys in passenger seats grab onto things. Machine shops need not be so cluttered though; all thtats needed is a thoughtful kit,GOOD TUNING and a not so overzealous person given the taks of jet selection. Nitrous oxide lends itself well to turbocharged engines, especially to those that call the dragstrip home. in many cases, chemical ingection s exactly what soe cars need to squeeze those extra couple of tenths while stll using that mazed out turbocharger strugglig for topend breaths. Nitrous oxide has been known on more than one occasion to turn a 10 secound car into a nine secound car. ZEX's turbo nitrous sytem takes a dffernet approach to this careful mix of chemistry and the car. Instead of triggering nitrous flow based on throttle angle-and leavig it activated until throttle values drop below 100 percent- the zex system incorporates a boost-sensitive "off" switch. Typical nitrous oxide kits (including those from zex) supply thechemical compound at full throttle and keep i coming until the pedal's lefted. You may be wondering why in the world you would even want to intrrupt nirous flow at any point other than when you'd otherwise shift. The answer is in turbo selection;compressor housing, turbing housings, A/R rations and whell trims found on mostsub 3.0L engines today make dwarves out of those used just afew years ago. The consezuences are longer spool-up periods, but the pwr potential ralized at upper echelon engine peeds almost makes up fo the late ntrance. Almost there are a number of trick to fool an oversized turbine into earlier spool: moreefficient exhaust manifold desings, satic compression ratio changes, and more aggresive fuel and ignition maps are a few. The idea behind all of these methodes is the same: to increase exhaust gas velocity and volume in order to move the turbine whell sooner and faster. INjecting nitrous oxid will do the same thing and is arguably an easier way of getting it done conventional wisdom explains the nitrous oxde injecting phenomena as such: the chemical compound- which itslef isn't flammable- is injected into the intake stream, delivering oxygen content greater than that of atmospheric air resulting in the potential to vurn more air and more fuel. This, of course, creates added cylinder pressure, which translates into more torqueexhaust gas energy is released as a byproduct of the combustion process, and exhaust gas energy can harnessed and increased, the potential for altering turbine spooling charcteristics can be tailored. what this means is that for the nitrous oxide kit that might otherwise supoly an additional 25-75hp typically, the power realizd on a turbocharged engine will be much higher since turbine spees will increas, and sooner. THer are a number of methods by which nitrous oxide flow can be regulated . Besides jets, which derermine spray patterns and the volume realeased, there are also volume-based controllers that regulate flow based on values such as throttle position and prgressive controllershat step up nitrous oxide content in accordance with gear changes or vehicle speed. the ZEX turbo nitrous system refulates nitrous content bases off of throttle position as well as manifold pressure, or boost. the zex system is activated, as you'd expect, b an elctornic mechanism that senses wide-openthrottle and delivers gas accordingly. t isn't progressive, but rather an on or off situation. when dealing wihtsmaller, single fogger systems, this i perfectly acceptable. Where the ZEX system differs is how chemical flow is interrupted, or stopped. A small pressure sensing micro switch puts a stop to nitros flow based on user-defined, pre-set boost levels. Why miht anybody want to stop nitrous oxide flow a any point other than when the foot's released form the gas pedal, you ask.. Good Question. Conventional wisdome assumes otherwise and doesn't require much to figure out: when nitrous flow ceases, power production drops and things slow dwon- generally not the typ of scenario most race car driers are looking for. But traction battles often defy conventional wisdom. what i top-end power production isn't an issue; in fact, what if the turbo you've selected is already delivering gobs of tire-squealing, high rpm power, but the problem is rather what to do avout bring that beast of a turbo to life at earlier rpm an not looking silly bogging that 700HP monster out of the hole. but shifting torque curves in the leftward direction when concerining dyno plots is often easier said than doneTHe ZEX kit disputes this logic, however, and makes doing so just about as easy as saying it.
We once again looked to honda's B18c to gather our test data- not that it's necessarily the best canidate for the ZEX kit , but small siplacement honda engines destined for sizable turbos and big HP figures are often met with poor spool-up characteristics. Such is the case with the 1.8L engine whe paired with garrett's impressive GT35R turbo. Match that to a driver that's still developing his shifting skills and you've got a recipe for dramatic power drops each time that clutch pedal's depressed. Tobe sure the time slops prove this is't such a good mix. ZEX's Turbo nitrous sytem is a wet design, which means it adds both air and fuel into the intake stream once actvated. it's also a single fogger setup, meaning nitrous destribution must occur inside the intake charge peiping to allow for proper distribution inside the manifold. The kit includes jets ranging in increases form 25-75hp. So how did we end up with 110 additional hp to the wheels all before 6,500 rpm and well over 75hp just before 4000 rpm onward? it all goes back to added exhaust gas energy created by adding nitrous oxide to the air/fuel mixture. As a byproduct of the combusiton process, addiotnal exhaust gas pulses are created, which helped get the GT35R's turbine wheel going at an earlier engine speed. At only on bar of boost pressure the ZEX kit supplied an extra 51 peak HP between 7000 and 7500 Rpm's . we expected as much since that's what we jetted the system for. what surprised us were the TQ and HP figures realized below the peak thrshold. Form the moment the pedal was stabbed on the dyno, we found gains of at least 30hp. Form 4000-8000rpms gains of up to 110hp were made. Keep in mind, the kit was still only jetted for about 50hp. again, exhaust gas pulsation are key when considering larger frame turines such as the GT35R. Post nitrous, the B18c's 14 or so psi was established completly by 6500 rpm; without nitrous assistace we twiddled our thumbs until the 6500 rpm range was reached for still only partial spool-up. This early spool-up is evident especially by lookin at the TQ curve like we've mentioned in the past, you can tell the most about an engine by examining the amount of space below TQ curve when viewing dyno data . of course, more is better. as expected, all of this translated the dragstrip in a positive way and reaffirmed what we knew from the dyno about an earlier spool-up. The 60 ft. 330ft. and 1/8 mile estimated times were all bettered. At equal boost levels 1/8 mile times wre reduced by a factor of .5 sec; and keep in mind, our driver hadn't exactly attended any class on how to shift better since our previous trop to the strip. Would we have fond similar results installing one of zex's more conventional nitrosu oxide kits onto our test engine? Sure; and likely btter toward the topend of the track. Had we ditched the boost-sensitive off switch we could've expected power an tq to keep climbing, resulting in a quicker E.T. but like amny other small-diplacment, big turbo powerplants. generating hug, top-end power figures isn't difficult. shiftin the power curve to a more usable zone often is. Boost sensitive ntirous oxide injection is just one more way to make that happen.

I got this out of turbo magazine.
In short a 50shot of Nitrous=110 hp why because of quicker spool. And it Nitrous tappers off at the higher boost levels so if you dialed it in right Nitrous would be that much more dangerious than turning up the boost. And with this kit your not running Nitrous with full boost. Its just an anti-lag kit that at will throw in a little Nitrous at higher rpms to get the turbine to move faster. In all reality Nitrous w/o boost should be just as damaging as just adding boost. And adding alittle nitrous on the topend is like put racing fuel in your car not going to hurt anything.
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Old 08-09-2007, 04:11 AM   #20
 
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LOL....

But I'd rather just drop that cash on a beat Mustang Fox body and get 9 second times for $2,000.....
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