Turbo Technics S280

[Se7eN]

Explain your real world findings...

Sent from my SM-G975U using Tapatalk

Can't speak for the S280 cause they still haven't installed one in my local group. But as for S242, Whoosh Hybrid and other Stock modified turbos, none have made more power on pump gas (which around here sucks) or have broken 300 with WMI or E30. Only a GT2860RS and 1 MRX have broken 300 with WMI, and only one turbo has gone past 320whp which is mine.

Keep in mind, humidity is stupidly high, gas is "93oct" but isn't really as good as the gas up in the states.

I will say this, the performance of such small hybrids is actually really impressive. But just cause barely anyone runs the MRX doesn't make it a bad turbo.

Also, it's been like 3 months and I'm still waiting for results of the S280

 

[wetwea33]

Can't speak for the S280 cause they still haven't installed one in my local group. But as for S242, Whoosh Hybrid and other Stock modified turbos, none have made more power on pump gas (which around here sucks) or have broken 300 with WMI or E30. Only a GT2860RS and 1 MRX have broken 300 with WMI, and only one turbo has gone past 320whp which is mine.

Keep in mind, humidity is stupidly high, gas is "93oct" but isn't really as good as the gas up in the states.

I will say this, the performance of such small hybrids is actually really impressive. But just cause barely anyone runs the MRX doesn't make it a bad turbo.

Also, it's been like 3 months and I'm still waiting for results of the S280

The s280 is not a stock casting turbo and is about the size of a 2860r. I have seen multiple dyno graphs from across the Atlantic of it making over 300whp and I have a log from a guy over here making ~320 on 93 on an unfinished tune.

Sent from my SM-G975U using Tapatalk

 

[TyphoonFiST]

But still no Dyno graphs and I know if it was so hot to trot they would have been posted yesterday.

 

[wetwea33]

But still no Dyno graphs and I know if it was so hot to trot they would have been posted yesterday.

I mean no one is really up and running over here yet and they don't have ethanol over there so no on runs aux but I get it they are overdue they will be here soon.

Sent from my SM-G975U using Tapatalk

 

[Se7eN]

The s280 is not a stock casting turbo and is about the size of a 2860r. I have seen multiple dyno graphs from across the Atlantic of it making over 300whp and I have a log from a guy over here making ~320 on 93 on an unfinished tune.

Sent from my SM-G975U using Tapatalk

Haven't seen any of that around. Show us

Also, just hope it's a durable turbo. From what I can see the S242 is a really good turbo and reliable. 2 of them in my local group and one of them sees hell regularly with no complaints.

 

[MRX330]

Those thrust and journal bearings still make more power and spools sooner on pump gas then your mrx for less $. On ethanol they aren't even close.

Sent from my SM-G975U using Tapatalk

Are you running an S280?

 

[wetwea33]

Are you running an S280?

I am not currently but it's what I plan on upgrading to from my hybrid aux setup in the next few months.

Sent from my SM-G975U using Tapatalk

 

[MRX330]

we are shooting for the same approx results with the 30% uprated injectors (no aux kit)
I don't think our plots will look much different in terms of peak HP and TQ other than a smidge quicker boost ramp up from using a better WGA and extruded manifold

I made 296 hp on a Mustang dyno in terrible hot and humid conditions. MRX, E50, 4 port. I also have a ball bearing cartridge not thrust and journal bearings. So what would I make on a Dynojet? 356-388 hp adding 20-30% respectively. Edit: Adding 6-7% may be more accurate as there really is no way to calculate the difference in hp between DynoJet and Mustang dynos.

1. 
   Mustang dyno vs. Dynojet: heartbreaker and the dream maker
   ​
   I have always heard the differences between the two, basically one reads higher than the other because of inherent differences between the two. I have read others opinions and even found formulas to convert one from one dyno's readings to the other. However, I have never read anything close to an explanation as to why. So, after a little thought and some time I came across the below. I know almost zero about the two so I decided to paste the authors explanation. Comments are encouraged, especially from those with knowledge of the two examples.
   
   I posted in the general section as I think this still pertains to Subarus. If the mods feel compelled to move this, to say off topic, make it so.
   
   "" I have written pages and pages of posts on this topic on various forums. Here's a little write up I did a few weeks ago. . .
   
   DynoJets are inertia dynos, and have been around for years, much longer than any type of load cell dyno. Inertia dyno's work on the principle of the acceleration of a known mass over time. Their rollers are the known mass. Weighing in at over 2500lbs or so. Your car gets strapped down to the machine, and the dyno collects it's data. It is able to calculate horsepower by measuring the acceleration in rpm of the rollers in regards to RPM. This is why gearing can affect the dyno results, more on that in a bit. Now that the dyno has recorded the horsepower curve, it can take the integral of that curve and get the torque curve. Since the dyno’s power calculations are based on the acceleration of mass over time in regards to RPM, gearing is very important. Since a vehicle with a lower gear ratio can accelerate the mass to a higher speed using less engine RPM, it will show a higher horsepower number than a car with a higher gear ratio. If a car is able to accelerate the dyno’s rollers from 200rpm (roller) to 300rpm (roller)in 1500rpm (engine), then the dyno is going to record more power than a car that did that in 2000rpm (engine).
   
   Now we go to Mustang dyno’s and other loaded dyno’s. Our Mustang MD-1100SE dyno’s rollers weigh 2560lbs. That is the actual mass of the rollers, much like the DynoJet. That’s about where all the similarities end. When we get a car on our dyno, we enter two constants for the dyno’s algorithms. One being the vehicle weight, the other being what’s called “Horsepower At 50mph”. This is a number that represents how much horsepower it takes for the vehicle to push the air to maintain 50mph. This is used as the aerodynamic force. Mustang dyno’s are also equipped with a eddy currant load cell. Think of a magnetic brake from a freight train. This magnetic brake can apply enough resistance to stall a big rig. Off one side of the eddy currant load cell, there is a cantilever with a 5volt reference load sensor (strain gage). As the rollers are spinning this load sensor is measuring the actual torque being applied. So as the rollers spin, the load sensor is measuring the force being applied, sending that information to the dyno computer, taking into account the two constants entered earlier, computing the amount of resistance needed to be applied to the rollers to load the car so that the force of the rollers resistance is as close to the force the car sees on the street. The dyno is then able to calculate the total force being applied to the rollers in torque, and then taking the derivative of that torque curve to arrive at the horsepower curve. Since torque is an actual force of nature, like gravity and electricity, it can be directly measured. Horsepower is an idea that was thought up by man, and cannot be directly measured, only calculated.
   
   I like to state it like this. . . I start by asking how much your car weighs, lets say 3500lbs. Now you take your car and you make a make a WOT rip in your tallest non overdrive gear, how much mass is your engine working against? 3500lbs right? Now you strap your car on a DynoJet and you make a WOT in the same gear, how much mass is your engine working against? 2500lbs right? Now you strap your car on a Mustang dyno, how much mass is your engine working against? 2500lbs. Plus the resistance being applied by the eddy current generator. We’ve seen anywhere for 470lbs of resistance to over 700lbs of resistance as measured in PAU force in the data logs. So which one is more accurate? Well they their both accurate. If a DynoJet dyno says you made 460rwhp, then you made 460rwhp. If a Mustang dyno says you made 460rwhp, you also made 460rwhp. Now which one of those numbers best represents what your car is doing when its on the street. That’s a different question.
   
   The most important thing to remember is that a dyno is a testing tool. If the numbers keep increasing, then you’re doing the right thing. We try to look over at NET gain, instead of Peak HP numbers. A 30rwhp increase is a 30rwhp increase regardless of what dyno it is on.
   
   Now I can address how to calculate the difference between one type of dyno and another. Simply put, you can’t. Because Mustang dyno’s have so many more variables, it’s not a simple percentage difference. We’ve had cars that made 422rwhp on our Dyno, two days later make 458rwhp on a DynoJet the next day. We’ve also had cars that made 550rwhp on our dyno, make 650+rwhp on a DynoJet a few days later at another shops Dyno Day. For instance, my 2002 Z28 with a forged internal LS6 Heads/Cam/Intake, makes 460rwhp on our dyno. I thought that was a little low, since I’ve had cam only LS6 Z06 vettes make 450rwhp. So I overlaid the dyno graphs. Guess what, the PAU force for my car was almost 200lbs more than the C5Z06 that made 450rwhp with cam only. So I entered the weight and horsepower at 50 number for a C5Z06 and did another horsepower rip with my car. The only reason I did that was to compare Apples to Apples. This time my car made 490rwhp, no other changes. Now I don’t go around saying my car made 490rwhp, I say what it actually did with the correct information entered into the computer. It made 460rwhp. Now if I ever get a chance to take it on a DynoJet (which I plan to in the spring), I have no doubts it’ll be over 500rwhp. I know this based on airflow and fuel consumption on the data logs.
   
   But since we’re asked this question constantly we're fairly conservative, and hence tell our customers that the difference is closer to 6-7%, but as you make more power, and the more your car weighs, the difference increases as well. You must remember, Dyno's regardless of the type are tuning tools, and are in no means meant to tell people how fast their car is. Now which one is more "real world" is a totally different question. I like to explain it like this..... If you drive your car in a situation in which you have no mass and you're in a vacuum, so basically if you do intergalactic racing in space, use a DynoJet. If your car sees gravity, and has an aerodynamic coefficient, and you race on a planet called Earth, then use a Mustang Dyno __________________
   Mike Hornback @ Straightline Performance """
   
   http://ls1tech.com/forums/dynamo​

 

[MRX330]

I made 296 hp on a Mustang dyno in terrible hot and humid conditions. MRX, E50, 4 port. I also have a ball bearing cartridge not thrust and journal bearings. So what would I make on a Dynojet? 356-388 hp adding 20-30% respectively.

Edit: Ron I only quoted you to show the graph to contrast and compare for Wetwee

 

[MRX330]

So 296 hp on a Mustang converts? to
316-320 hp on a DynoJet. Either way I’d like to see the S280 strapped to a Mustang dyno for an apples to apples 🍎 comparison

 

[Se7eN]

So 296 hp on a Mustang converts? to
316-320 hp on a DynoJet. Either way I’d like to see the S280 strapped to a Mustang dyno for an apples to apples 🍎 comparison

My other car did runs in dynojet and mustang dyno with the same set up. Turned out to be about a 12% difference, but it is Auto so it might just loose a bit more when it has load.

 

[pjhybrid]

Just installed S280 on my car last week. Still in the tuning stages, but noticed that there is a lot of turbo surge on partial acceleration. Anyone else experiencing this?

 

[felopr]

Just installed S280 on my car last week. Still in the tuning stages, but noticed that there is a lot of turbo surge on partial acceleration. Anyone else experiencing this?

what blowoff you using?

 

[pjhybrid]

what blowoff you using?

Turbosmart Kompact BOV that fits in the sound symposer position.

 

[TyphoonFiST]

Just installed S280 on my car last week. Still in the tuning stages, but noticed that there is a lot of turbo surge on partial acceleration. Anyone else experiencing this?

Do I Dare mention it? .....it cant be....please say it isn't so!

 

[felopr]

Turbosmart Kompact BOV that fits in the sound symposer position.

did you try and play with the soft and hard setting on top of the bov, might need to be dial up

 

[wetwea33]

Just installed S280 on my car last week. Still in the tuning stages, but noticed that there is a lot of turbo surge on partial acceleration. Anyone else experiencing this?

Most likely the setting on your bov but partial throttle flutter isn't harmful.

Sent from my SM-G975U using Tapatalk

 

[jeffreylyon]

Help me understand - why would a BOV affect on-throttle surge? Shouldn't the BOV be operating at a pressure that is above the max. desired boost? The ECU/Wastegate is controlling desired boost levels and the BOV is there to control surging when the throttle is closed and there's a potential over-boost condition, cause turbo flutter. Right?

 

[wetwea33]

Help me understand - why would a BOV affect on-throttle surge? Shouldn't the BOV be operating at a pressure that is above the max. desired boost? The ECU/Wastegate is controlling desired boost levels and the BOV is there to control surging when the throttle is closed and there's a potential over-boost condition, cause turbo flutter. Right?

It wouldint but his post led me to belive it was when he was letting off. I get flutter if at certain throttle positions or if I'm modulating the pedal.

Sent from my SM-G975U using Tapatalk

 

[pjhybrid]

I apologize for any confusion it is partial acceleration when I lift, could be called flutter,... It is very noticeable.