dr20t wrote:Alexei i agree with what you're saying but i feel you're confusing what im saying.
Probably way off topic but g/rev is measure of load in airflow (as registered by maf). Its peak cylinder pressure occurring at the momentary peak torque (ie the momenta in the rev range at which point peak torque first occurs, indicating point of peak intake charge speed [approahing Mach 0.61 being the theoretical intake speed limit]). This will generally coincide with engine's optimum efficiency in ingesting and exhaling the airflow.
So whilst peak airflow in g / second may not occur until later, its the peak torque that will result in greatest acceleration. So if peak airflow is down as a result of lower boost, it generally would indicate peak torque was either lower (because the new peak air speed occurred later in the rev range).
Torque is what gets you out of the hole, and airflow in g/ second is what will impact trap speed.
So both e/t and trap speed have been impacted by drop in peak airflow.
Mick
I wasn't arguing with you about peak torque mick.
I was talking about peak power and trap speed, as you yourself agreed is the most appropriate thing to relate to g/s.
I was shaking my head because you suddenly brought peak torque into it - while telling me to "be mindful of where the peak airflow is" and that it's "in the early revs"....which it's not, because we're talking about airflow in g/s - completely different from peak torque in terms of rpm location. As 2z929 said himself - it's at 6500rpm.
Now, I completely agree with you about peak torque and it's importance and the flow-on effect on everything.
Unfortunately I didn't and can't comment on peak torque, since we only had the g/s reading - which indicates only peak power.
Hopefully that clears it up
In reply to your last comment: We don't know what happened to peak torque. Yes, it's very likely down too, if peak power is down, but not necessarily. Without g/rev logs? We don't know 100%.