So we finally dynoed the car today (stock) to get some baseline numbers (it was down for turbo fabrication for a while, so putting on the mileage took time)....
Remembering we're at 5200 ft altitude, meaning significantly less oxygen density, the SAE numbers were: 130 whp 141 tq

For comparison, an Integra GSR with an AEM intake dynoed at 134.6 whp 98.4 tq, and although the GSR pulls for another 1000 rpm, the TC has a better overall powerband.

We'll be putting the dynos and the video up on www.turboscion.com and I'll post again in this thread once they are up.
Brian

 

cool, keep up the good work guys

 

Sweet

 

Here are the plots: Our shop and dyno are in Albuquerque, New Mexico at 5200+ ft altitude, so remember there are effects from less oxygen density. These numbers are SAE corrected, which is supposed to compensate for the altitude change but are sometimes still off by some small amount.....



This motor makes GOBS of torque (as expected for a 2.4L) all the way through the powerband, but the whp is nice as well (no large jumps in power anywhere, very smooth).....the bad news is that this car with a turbo will love to blow away the tires, it'll probably be a lot like the DSM's (making more tq than whp)......



We thought the scion community would appreciate this ;) This is the tc plot overlayed with a 1997 integra GSR w/ an AEM cold air intake. Notice that the whp numbers are very similar, and that in fact the hp powerbands are similar as well (albeit shifted by about 1000 rpm). The tC falls off towards the top, which could potentially be from lots of things (head flow, cams, etc). Best thing of all, the tC makes like 40 more tq throughout the entire powerband! A GSR weighs about 300 lbs less than a tC, so this will be a disadvantage, but the tC torque should help compensate.

We'll be taking the car to the dragstrip soon, we got busy at the shop and the turbo kit was put on hold for a couple days......we'll keep everyone posted on progress though!
Brian

 

We have a video of the car on the dyno as well, but we're not the most computer literate people and we've got to get it on the internet...
B

 

Damnit Brian Im drooling

 

whoa... I love the GSR comparison!!! very nice!

Thanks!

-Emo

 

gimme, gimme, gimme!!!

 

Stupid Question: How do you read those graphs?

 

It's that pos "F" economy head that's making the power drop at higher RPM's.

 

I think the head has something to do with the high RPM power drop, but I think that the short peak powerband is also due to the camshafts, though I doubt we'll see an aftermarket set that would move up the power band 500 rpm, as most people aren't willing to sacrafice driveability for 10-15 top-end HP. We'll see though, maybe someone will do a dyno for us with the exhaust and catS disconnected, if it's possible to disconnect the cat from the factory exhaust manifold.

 

MMMMM turbo.. here I come!

 

Waita sec, was this an auto or a manual... because we all know that auto's have a significant power loss to the wheels... right

 

manual

 

Thanks for the graph. Its too bad you guys are so far away. I'd donate my Scion once it gets in and donate a couple grand for R&D as long as you guys hook me up with a completed product and some graphics to advertise your setup. ;-)

 

Has anybody bothered taken out the valve cover of the 2AZ-FE to see how the camshafts are placed. "F" heads tend to have slave-driven camshafts while "G" heads are true DOHC designs.

Here's an example of what i'm talking about when I mean by slave-driven cams:

 

so which one is the tc?

 

If you're talking about the dyno graph, the blue one is the tC and the red one is the Integra.

 

The timing chain goes around gears on both camshafts, so I'd say it's a "true" DOHC (although I'm not sure what the functional difference is between the two types. They would seem to work equally well.)

 

Thnx for clearing that up. Typically the "F" heads are narrow angle while the "G" heads are wide angle.