MastMotorsports
06-25-2008, 02:37 PM
We often have customers ask about our durability testing procedures of our engines. Dyno data is included below and the following link shows a dyno video of some of our durability testing. This engine makes 536HP/523TQ and spins to 5800 RPM with a really flat torque curve on 93 octane pump fuel. The VVT allows for big torque down low and makes this engine package great for marine and car applications. This engine is performing to marine big block standards with a 250 Lb. weight savings. That turns into 500 Lbs. with a twin engine application!
This testing was done on our marine 415ci engine with Variable Valve Timing. We conducted this in-house on our SuperFlow NSCR SF-902 with 89 octane fuel. The engine is actually capable of running 87, 89, or 93 octane and uses our adaptive learn timing tables to safely run the engine at the peak power level for the given fuel. It does this by interpolating between a high octane and low octane spark map. The amount of spark timing that is applied to the engine is determined by the Wide Band Knock Sensor activity. In addition to marine applications, this feature is also great for running 87 octane on the street, but still having the extra power available whenever you fill up with 93 octane for track events. After an engine is calibrated, it stays on the dyno many more hours to be punished, and then goes into a vehicle. Once in the vehicle, the engine gets transient and final calibration performed on it with the chassis dyno as well as road testing. Then, that particular package or combination is ready to go.
This application is actually a marine project that we currently have going. For those who are wondering, the engine was designed for low end torque and reliability on the water. A car application yields the same big gains and numbers, but we just design it to make more power up higher in the RPM range. Notice that this engine makes well over 400 FT-LB @ 2000 RPM thanks to the VVT. For those who will notice, the power numbers shown in the video are on an SAE correction, not the typical Standard (STP) Correction used in the aftermarket. The video is kind of lengthy, but really pretty cool…Enjoy!
Marine_Testing_Video (http://www.mastmotorsports.com/)
https://static1.pt-content.com/images/pt/2008/06/LSM50593OCT-1.jpg
This testing was done on our marine 415ci engine with Variable Valve Timing. We conducted this in-house on our SuperFlow NSCR SF-902 with 89 octane fuel. The engine is actually capable of running 87, 89, or 93 octane and uses our adaptive learn timing tables to safely run the engine at the peak power level for the given fuel. It does this by interpolating between a high octane and low octane spark map. The amount of spark timing that is applied to the engine is determined by the Wide Band Knock Sensor activity. In addition to marine applications, this feature is also great for running 87 octane on the street, but still having the extra power available whenever you fill up with 93 octane for track events. After an engine is calibrated, it stays on the dyno many more hours to be punished, and then goes into a vehicle. Once in the vehicle, the engine gets transient and final calibration performed on it with the chassis dyno as well as road testing. Then, that particular package or combination is ready to go.
This application is actually a marine project that we currently have going. For those who are wondering, the engine was designed for low end torque and reliability on the water. A car application yields the same big gains and numbers, but we just design it to make more power up higher in the RPM range. Notice that this engine makes well over 400 FT-LB @ 2000 RPM thanks to the VVT. For those who will notice, the power numbers shown in the video are on an SAE correction, not the typical Standard (STP) Correction used in the aftermarket. The video is kind of lengthy, but really pretty cool…Enjoy!
Marine_Testing_Video (http://www.mastmotorsports.com/)
https://static1.pt-content.com/images/pt/2008/06/LSM50593OCT-1.jpg