Quote:
Originally Posted by JSH
That's why I estimated max wheel hp at 1200-1250.
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A couple years ago I made a spreadsheet of all the stock A10 ZL1 dyno numbers I could find and averaged them out. The number was 15 I believe and the average drivetrain loss was 16% (assuming every engine actually made 650 HP). That isn’t exact science, but gives an idea. That said, 1400 x 84% = 1,176 RWHP available to you. Naturally parasitic loss has to be removed from the power the engine is experiencing, so you’d take some number away from the 1400 and then do your x 84% if you’re trying to back in what is safely left for you at the wheels. Maybe TooHighPSI will chime in as I’m sure he has a pretty good idea of what parasitic loss is from his days at Magnuson developing the blower. I know it is more than 50 HP at these levels.
None of these guidelines are exact with possible factory flaws in blocks, pistons, rods, how hard it is being ran, tuning, etc. But all of those uncertainties are why I didn’t want to sleeve a stock block when trying to max out the 2650. It gave me maybe an extra 2-300 HP and we had just dyno’d over 1300 RWHP when the stock cylinder wall cracked. That said, we ran my car at ~1,100 RWHP for over a year and 100+ passes with no issues using LME’s 1400 HP offering.
Edit: In this video he is talking about a test Kenne Bell did between one of their blowers and a 2650 on an engine/blower dyno stand. At 22 psi the 2650 took over 200 HP. Much higher than I thought!
https://youtu.be/AvJ1nLRYteE?t=485