Since some of the guys have come over to hit you up for contributions to the very worthy Header Shootout, you might find interesting or at least enjoy some of this thread: https://honda-tech.com/zerothread?id=81453

Most of us who use our cars on road courses aren't super hung up on horsepower, but we want good power (a nice smooth and wide powerband) that doesn't make it any harder to manage our traction. The long primary 4-2-1 may have some appeal for us, but there is some marketing hype to be cut thru. The Header Shootout might help do that to the degree that such a thing is possible.

Scott, who never got the kind of response in that thread that he hoped he would.....


[Modified by RR98ITR, 6:55 AM 10/30/2001]

 

 

It was certainly interesting reading on a subject that interests me greatly, but alas I learned nothing. It seems most people have a hard time separating the germane variables from each other and following a discussion in a meaningful fashion. Blame the internet I guess (and the post deletion made it doubly difficult to read).

Anyways I don't have anything to add other than to agree with your conclusions. I certainly don't have the experience to make a statement one way or the other, but it would take more than "In my experience..." to conclusively prove a point. Points 1-3 of your second post were not addressed by anyone. I would add to #2 that a test methodology could be developed to quantify the transient (defined as low throttle to wot response) using either a controlled (load-absorbing engine dyno of some sort) or semi-controlled (dynojet or road test with datalogging). I have yet to see this type of information presented to the public. For a non-turbo motor I can't see this transient being an appreciable portion of a lap time. In my DSM its a major issue, in my kart its not.

Until someone can convince me otherwise I will stick with area under the torque curve in the operating range as my optimization criteria, with a preference to the flatter curve for driveability.

I have an acquaintance who has spent considerable time with load-bearing dynos and performane engines, I'll see if he has anything to add. His perception may be a bit slanted as he deals almost entirely with turbocharged motors, which of course bring a whole new dimension to transients.

Matt

PS there is a whole nuther part of this that has not been touched, which is the global accuracy of the typical dynojet 248, and their judicious application of the SAE correction factors. For another day...