The Shred Team has been busy setting up Bradley Lauders D1NZ S14 for the upcoming season, With a new engine setup which includes the Nissan SR20VE head and some flash bolt ons we had our end cut out for us when the car arrived.
We got to work fitting the Link G4 ECU and rewiring the rest of the car. We also sorted out the last of the mechanical work including a custom Cam trigger, upgrading the fuel system and more. This is the 99% finished product before it hit the dyno
We got it strapped on to the Dyno early this week for stage 2 of our run in process which saw a solid 200kw on 5psi which got the whole team excited for what was to come
We had to pop the car off the dyno for a few days while we made a few small changes and did some other customer cars, but we got it back on the dyno on Thursday afternoon so we could start winding it up, we quickly maxed out the ID1000cc injectors and single Bosch 044 fuel pump as we expected. So when Friday morning rolled around we fitted the 2nd Bosch 044 fuel pump and some ID2000 injectors. Now time for some Dyno sheets. We run every single car on the dyno the same, with the same ramp rate and correction factor, the air temp sensor also hangs on the wall. To us the Dyno is a tuning tool and is only a comparison on the same dyno in the same environment.
The Dynapack stores this information as Raw data so you can change the corrections with out having to re-run the car. Below is a run in “DIN” another commonly used correction factor, We have our reasons for using SAE over DIN and its not because its a higher power figure by approx 1.2%
As you can see the difference between SAE and DIN on a 477.4kw car is only 10.5kw between the two runs, Not some ridiculous figures as quoted by others. We have also included the run below which has the correction factor set at “NONE”
The Biggest factor in fudging numbers on the dynapack is playing with the air temperature. We don’t touch the air temperature sensor which can be seen in the below charts, again from the same runs as above.
The above figures were achieved on 2bar of boost (note the dyno reads 10kpa higher as it was damaged when a cheap FPR failed on the dyno a couple of months ago)
Now you may wonder why would you want to upgrade your stock SR20DET head to the VE head? This dyno sheet is the previous setup that was in the car which was a very similar spec which took Bradley in to the Top 8 for the D1NZ 2011-12 season.
As you can see we made gains over everything, but the most important gain is the fact that we now have a much broader powerband and more RPMs which will be a great extra for Brad during battles and solo runs as he can hold each gear longer while staying in the power band when he changes gear.
This is a simple at basic setup, While we can’t reveal all the specs as its all part of our research and development for our customers cars
- SR20VE head
- Stock SR20DET block
- Forged Pistons and Rods
- Sinco Customs Intake and Exhaust manifold
- Garrett GTX3076R with a .82 Tial Stainless V band exhaust housing.
- Shred Motorsport custom loom with a Link G4 Extreme
- Shred Motorsport High energy coils
- Shred Motorsport Custom triggering system.
The Above engine is run on Gull E85 fuel.
Thanks for taking the time to read this page and we hope you follow Bradley Lauders progress over the 2012-13 D1NZ season.