Max Rwkw Before Changing Injectors

[falconXR6T]

mine is running 288rwk 10psi stock injectors had the tune for a while now still running great but still getting it booked to get them done soon.

Edited 31/08/09 07:09 AM by falconXR6T

[SHOCK]

Sweet numbers

[The_Bogan]

swear I heard that someone got 600rwkw on stock injectors...

[SHOCK]

And Ive fuked Elvis....

[kartman]

Dyno's vary but physics dosen't.

Stock injectors are 32lbs, give or take a pound when converted from Bosch specs of 213 grams per minute at 2.7 bar. Using any injector calculator around you will find that at 100% duty cycle you can get about 310 to 320 engine Horsepower, or about 240 engine kW, given there are drive train losses it is reasonable to say that anything beyond 240 rwkW (being generous) is very lean and will fail, or the figure is bogus. I use a Dynamic Test Systems Dyno which is independantly certified with the current SAE.

No body certifies dynamometers so there accuracy is not subject to scrutiny and it really should be.

Atmospheric correction is a necessary feature in any dynamometer. Atmospheric correction ‘adjusts’ the Power and Torque measured by the dynamometer, to the equivalent Power and Torque acquired if the vehicle were operating under International Standard Atmospheric Conditions.

The use of atmospheric correction enables test results from vehicles tested under different atmospheric conditions, to be compared on equal terms.

Atmospheric correction is necessary when performing back to back testing (especially on different days). For example, if a vehicle is tested on a cold (10°C) day it will perform better than when tested on a hot (40°) day. When atmospheric correction is applied to both tests, the results will be equal, assuming all other parameters are constant.

The International Standard Atmospheric conditions (SAE J1349) are:

Barometric Pressure: 101.4kPa

Relative Humidity: 75%

Air Temperature: 16.0°C

It should be noted that some dynamometer manufacturers use J607.

This SAE standard was cancelled in August 1988 (and replaced with J1349) and was only ever intended for small gasoline engines of 50ci or less and 20hp or less power output

The fact that some dynamometer manufactures and operators still use this standard makes you ask the question...Why?

I will run any XR6T with stock injectors on our dyno that is supposed to be making over 250 rwkW, I guarantee it will be damagingly lean.

[JETURBO]

the wog told me 700rwkw none of this 600 crap weeeeeeeeeeeee

[Buf-Phoon]

  On 15/09/2009 at 11:51 AM, kartman said:

Stock injectors are 32lbs, give or take a pound when converted from Bosch specs of 213 grams per minute at 2.7 bar. Using any injector calculator around you will find that at 100% duty cycle you can get about 310 to 320 engine Horsepower, or about 240 engine kW, given there are drive train losses it is reasonable to say that anything beyond 240 rwkW (being generous) is very lean and will fail, or the figure is bogus.

I will run any XR6T with stock injectors on our dyno that is supposed to be making over 250 rwkW, I guarantee it will be damagingly lean.

nice first post and also 100% correct.250rwkw on BA injectors is just plain foolhardy..... go bang

[GR8XR6]

  On 29/08/2009 at 2:20 PM, SHOCK said:

The wog got mine to 275rw with a Capa box, wog cooler, 2CAI, K&N and cust tune....he didnt even mention changing the injects

Might be the dyno not calibrated or other settings?

[ratter]

  On 15/09/2009 at 11:51 AM, kartman said:

Dyno's vary but physics dosen't.

Stock injectors are 32lbs, give or take a pound when converted from Bosch specs of 213 grams per minute at 2.7 bar. Using any injector calculator around you will find that at 100% duty cycle you can get about 310 to 320 engine Horsepower, or about 240 engine kW, given there are drive train losses it is reasonable to say that anything beyond 240 rwkW (being generous) is very lean and will fail, or the figure is bogus. I use a Dynamic Test Systems Dyno which is independantly certified with the current SAE.

No body certifies dynamometers so there accuracy is not subject to scrutiny and it really should be.

Atmospheric correction is a necessary feature in any dynamometer. Atmospheric correction adjusts the Power and Torque measured by the dynamometer, to the equivalent Power and Torque acquired if the vehicle were operating under International Standard Atmospheric Conditions.

The use of atmospheric correction enables test results from vehicles tested under different atmospheric conditions, to be compared on equal terms.

Atmospheric correction is necessary when performing back to back testing (especially on different days). For example, if a vehicle is tested on a cold (10°C) day it will perform better than when tested on a hot (40°) day. When atmospheric correction is applied to both tests, the results will be equal, assuming all other parameters are constant.

The International Standard Atmospheric conditions (SAE J1349) are:

Barometric Pressure: 101.4kPa

Relative Humidity: 75%

Air Temperature: 16.0°C

It should be noted that some dynamometer manufacturers use J607.

This SAE standard was cancelled in August 1988 (and replaced with J1349) and was only ever intended for small gasoline engines of 50ci or less and 20hp or less power output

The fact that some dynamometer manufactures and operators still use this standard makes you ask the question...Why?

I will run any XR6T with stock injectors on our dyno that is supposed to be making over 250 rwkW, I guarantee it will be damagingly lean.

Although agreeing about the ball park rwkw figure, have you adjusted your calculations based on the turbos higher fuel pressure ?

Just a quote from another forum partially explaining the standard useage

  Quote

"Dynolog" Engine Dyno's predate the introduction of SAE J1349 and SAE J1995, so there were Dyno's out there that had a particular standard being used, so when when Dynolog and Mainline formed a partnership in 2001, we made a decision to just keep using the same standard from a "consistency" point of view.

None the less, ALL Mainline Dynolog Dyno's have the ability to apply one of the following standards:

Now the "dyno savvy" person out there might say if you change the standard you change the overall corrected power reading, this is true, but, if you care to study our dyno reports you can see in plain view the Correction Standard being used, along with the Weather conditions AND Air Density.

So if a Mainline Dynolog user was to request a change (they have to request this from us, this is not something a user can do with their level of software access), the correction standard is freely visible to anyone who sees the printout, we like to abide by a "no smoke and mirrors policy", you have no idea what a DD uses from a "vehicle owner" printout point of view.

You might want to check your facts as to the EXACT standard you claim DD use, as the last time I looked, they were correcting to their own version using a Standard Day of 60% Humidity, whereas typical correction standards correct back to dry air of 0% Humidity, this may of changed and happy to be corrected if so.

I have mentioned on more than one occasion on this forum that the J607 Standard is higher than J1349, we've never made it a secret.

Percentage wise, there is a difference of 3-4% between the J607 and J1349 Standard depending on actual Weather conditions, but as far as how J607 works, I really can't complain with it, as I've taken a Dyno from Sydney to Canberra, and run the same car at both premises and made the same power, but the Atmos Correction was close to 10% different, so the "uncorrected" power was 10% different, but corrected it was spot on, so the "old" J607 aint that bad, considering some correction standards have range a of +/- 7% tolerance.

Edited 15/09/09 12:37 PM by ratter

[SHOCK]

  On 15/09/2009 at 11:51 AM, kartman said:

Dyno's vary but physics dosen't.

Stock injectors are 32lbs, give or take a pound when converted from Bosch specs of 213 grams per minute at 2.7 bar. Using any injector calculator around you will find that at 100% duty cycle you can get about 310 to 320 engine Horsepower, or about 240 engine kW, given there are drive train losses it is reasonable to say that anything beyond 240 rwkW (being generous) is very lean and will fail, or the figure is bogus. I use a Dynamic Test Systems Dyno which is independantly certified with the current SAE.

No body certifies dynamometers so there accuracy is not subject to scrutiny and it really should be.

Atmospheric correction is a necessary feature in any dynamometer. Atmospheric correction ‘adjusts’ the Power and Torque measured by the dynamometer, to the equivalent Power and Torque acquired if the vehicle were operating under International Standard Atmospheric Conditions.

The use of atmospheric correction enables test results from vehicles tested under different atmospheric conditions, to be compared on equal terms.

Atmospheric correction is necessary when performing back to back testing (especially on different days). For example, if a vehicle is tested on a cold (10°C) day it will perform better than when tested on a hot (40°) day. When atmospheric correction is applied to both tests, the results will be equal, assuming all other parameters are constant.

The International Standard Atmospheric conditions (SAE J1349) are:

Barometric Pressure: 101.4kPa

Relative Humidity: 75%

Air Temperature: 16.0°C

It should be noted that some dynamometer manufacturers use J607.

This SAE standard was cancelled in August 1988 (and replaced with J1349) and was only ever intended for small gasoline engines of 50ci or less and 20hp or less power output

The fact that some dynamometer manufactures and operators still use this standard makes you ask the question...Why?

I will run any XR6T with stock injectors on our dyno that is supposed to be making over 250 rwkW, I guarantee it will be damagingly lean.

Finally someone with some brains......