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Old 3rd March 2009, 05:15   #61
darren_dallas
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Originally Posted by georgefu View Post
Thanks Darren, when can you arrange a run with an LP560?
George,

I'll see what I can do. I'll contact a few people I know and try to make it happen. That LP560 is a monster though!

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Old 3rd March 2009, 05:49   #62
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Originally Posted by darren_dallas View Post
Yes sir, they use the same correction factor for all of our dynos.
Definitely interesting numbers, great data point to consider when only a tiny fan is used.


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Originally Posted by Fubar View Post
Gentlemen, I am the owner of the CTS-V in the aforementioned video. I should mention that the race laid out here was my first attempt at launching the V and it was pathetic. I have never tried to race an automatic before and still have much to learn. If I had know Darren intended to post this video on the internet I would have requested a few practice runs to get a feel for it. However, Darren's car is undoubtedly faster... as it should be. And as Daren stated, the main reason we made the runs, revolve around Dyno airflow and the effect on NA cars v/s FI cars.

Please be gentle on my little Cadillac, she is new (only 1500 miles) and I am still learning. I suspect I lost a 20-30 feet waiting for the transmission to downshift after the 3rd honk. The $40k stroker package certainly out pulled my stock CTS even after we got rolling. I suspect he put another 30 feet on me as we traveled down that mexican highway.

I hope Darren will give me another shot in a week or so. I will be better prepared for the launch. Although I don't expect to win, I do hope to be a more formidable opponent.
Thanks for the info and for running. It's always great to get some good info on how other makes/manufacturers do with respect to dynos & runs.

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Originally Posted by tranman329 View Post
I was there that day with my 06 M5 with charcoal delete, rpi scoop, bmc filters, and rpi pulley and was putting down 418 whp. I believe mine was right before darrens.
Surprisingly big numbers considering the setup.
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Old 3rd March 2009, 07:10   #63
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Surprisingly big numbers considering the setup.

I did 419 with a similar setup on a much hotter day in the summer. Its about right for Classic's dyno.
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Old 3rd March 2009, 09:07   #64
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Excellent win Darren. That Dinan V10 is really something.

I'll have to agree with the statement that dyno numbers do not represent the real world. This is especially true when only peak figures are generally discussed.

Overall power output across the usable RPM range (when drag racing - whatever the engine operates in most - probably 6000 to 8250 for our S85's), gearing, and airflow to the motor all play a huge part in the acceleration of a car.

I can say with confidence that our mighty V10's will lose significant power without air being actively flowed in. Even though the design of our air intakes are not true ram air, they must contribute somewhat to providing a decent amount of airflow to the engine once the car is moving.
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Old 3rd March 2009, 12:00   #65
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Excellent win Darren. That Dinan V10 is really something.

I'll have to agree with the statement that dyno numbers do not represent the real world. This is especially true when only peak figures are generally discussed.

Overall power output across the usable RPM range (when drag racing - whatever the engine operates in most - probably 6000 to 8250 for our S85's), gearing, and airflow to the motor all play a huge part in the acceleration of a car.

I can say with confidence that our mighty V10's will lose significant power without air being actively flowed in. Even though the design of our air intakes are not true ram air, they must contribute somewhat to providing a decent amount of airflow to the engine once the car is moving.

It was said by BMW that the S85 V10 needs TWICE as much air then S62 V8 engine from the M5 E39 does, thatīs a big difference!
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Old 3rd March 2009, 13:02   #66
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Airflow Requirements - S85 v S62

I'd be interested in learning the source of that information, 'cause intuitively it doesn't make sense to me. For the purposes of a 'quick and dirty' analysis, consider consider each motor to be the equivalent of a 5 liter positive displacement air pump. The delta in airflow pumping capacity would then be the difference in the volume of air moved at the 8200 rpm red line of the S85 and the 7200 rpm red line of the S62. That works out to about 14% if I've done the math correctly
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It was said by BMW that the S85 V10 needs TWICE as much air then S62 V8 engine from the M5 E39 does, thatīs a big difference!
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Old 3rd March 2009, 14:27   #67
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I'd be interested in learning the source of that information, 'cause intuitively it doesn't make sense to me. For the purposes of a 'quick and dirty' analysis, consider consider each motor to be the equivalent of a 5 liter positive displacement air pump. The delta in airflow pumping capacity would then be the difference in the volume of air moved at the 8200 rpm red line of the S85 and the 7200 rpm red line of the S62. That works out to about 14% if I've done the math correctly

I did read that statement in a swedish carmagazine, Iīll see if I can get some info about that in english, if so, I will post it.
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Old 3rd March 2009, 15:15   #68
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Forget the Lambo LP560, run a C6 Z06. The vette would be easier to find. This would be NA vs. NA motors. Maybe a ZR1 to up the ante and run a FI motor.

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Old 3rd March 2009, 15:40   #69
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Forget the Lambo LP560, run a C6 Z06. The vette would be easier to find. This would be NA vs. NA motors. Maybe a ZR1 to up the ante and run a FI motor.

Ranger
i do believe there is a video vs a Z51 with full bolt ons. This car eats up Z06's.
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Old 3rd March 2009, 16:32   #70
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Forget the Lambo LP560, run a C6 Z06. The vette would be easier to find. This would be NA vs. NA motors. Maybe a ZR1 to up the ante and run a FI motor.

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This is Darren's car against my 08 Corvette with a cam and long tube headers.. It is the base car with the Z51 performance package..

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