[video] Got the car Dynoed
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Former Vendor
Joined: Mar 2004
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From: Valencia CA
This engine is well over 500 RWHP....
Why was the dyno test terminated so early?? Power was still climbing in a straight line and the torque curve hadn't even rolled over yet!
There is alot more here than meets the eye unless I missed something....not to mention its on a Mustang dyno which are usually not the friendliest for big chassis dyno numbers!
Congrats Brian.....the Sheepster sent me the link to your results
-Tony
PS....Also looks like your A/F ratio may be on the lean side for a boosted combo.....high 11's to low 12's is where you would want to be more than likely.
Why was the dyno test terminated so early?? Power was still climbing in a straight line and the torque curve hadn't even rolled over yet!
There is alot more here than meets the eye unless I missed something....not to mention its on a Mustang dyno which are usually not the friendliest for big chassis dyno numbers!
Congrats Brian.....the Sheepster sent me the link to your results
-Tony
PS....Also looks like your A/F ratio may be on the lean side for a boosted combo.....high 11's to low 12's is where you would want to be more than likely.
Last edited by Tony Mamo @ AFR; Oct 25, 2011 at 03:16 AM.
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This engine is well over 500 RWHP....
Why was the dyno test terminated so early?? Power was still climbing in a straight line and the torque curve hadn't even rolled over yet!
There is alot more here than meets the eye unless I missed something....not to mention its on a Mustang dyno which are usually not the friendliest for big chassis dyno numbers!
Congrats Brian.....the Sheepster sent me the link to your results
-Tony
Why was the dyno test terminated so early?? Power was still climbing in a straight line and the torque curve hadn't even rolled over yet!
There is alot more here than meets the eye unless I missed something....not to mention its on a Mustang dyno which are usually not the friendliest for big chassis dyno numbers!
Congrats Brian.....the Sheepster sent me the link to your results
-Tony
Now, I feel better. I saw the initial number and I was wondering for a long time. Now, it makes sense to me.Congrats Brian. I know you worked on this power-plant for about a year.
Thread Starter
Team Owner
Joined: Mar 2001
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From: Boston, Dallas, Detroit, SoCal, back to Boston MA
Keep in mind that this is on a mustang dyno, which traditionally read lower than say a DynoJet
I'll get Dynojet #'s later
The cutoff is because I'm running the stock computer
I'll get Dynojet #'s later
The cutoff is because I'm running the stock computer
Drifting
Joined: Aug 2001
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From: Holliston MA
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That print out got chopped off. The car was pulled to 6000. Power dropped off at 5750. The a/f on the print out was measured at the muffler outlet. There's a wideband in the collector that read richer than Tony's suggestion. That printout is the tune in the car as it sits now. It's very safe for what Brian is doing with the car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
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That print out got chopped off. The car was pulled to 6000. Power dropped off at 5750. The a/f on the print out was measured at the muffler outlet. There's a wideband in the collector that read richer than Tony's suggestion. That printout is the tune in the car as it sits now. It's very safe for what Brian is doing with the car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
137 mph is hauling the mail bigtime!!!
Former Vendor
Joined: Mar 2004
Posts: 1,518
Likes: 7
From: Valencia CA
That print out got chopped off. The car was pulled to 6000. Power dropped off at 5750. The a/f on the print out was measured at the muffler outlet. There's a wideband in the collector that read richer than Tony's suggestion. That printout is the tune in the car as it sits now. It's very safe for what Brian is doing with the car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
Putting things in perspective this combination makes well over 500 flywheel lb/ft at 2800 rpm. Is extremely docile until you put your foot in it, then pulls like a freight train in a rpm band that should lead to a very long life. 500 rwhp off this dyno usually traps 137mph in a 3450 lb car.
Power shouldn't have fallen off that soon considering the torque curve was still going sideways at 5400.....unless there were valvetrain stability issues or this thing is blowing the spark out (which I have seen on some boosted combo's), this package should have peaked at 6K ish or so Im guessing.
I normally run my engines 500 RPM past peak (on the chassis and engine dyno) which is where you should ideally be shifting (good rule of thumb at least). This allows you to see the entire power curve and helps determine shiftpoints and verifies valvetrain stability.
Why is the stock PCM an issue here with RPM? (honest question....Im not as familiar with the C4 PCM and any tuning restrictions that might impose).
Thanks,
Tony
Last edited by Tony Mamo @ AFR; Oct 25, 2011 at 06:05 PM.
Thread Starter
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From: Boston, Dallas, Detroit, SoCal, back to Boston MA
Paul gave me exactly what I wanted.
Remember I'll be autocrossing as well as road racing this monster, so a dyno grenade is the last thing I wanted.
The engine can take 7500, I want the margin in case I miss a shift on the road course.
The rpm limit with the stock computer was my understanding, Paul please feel free to correct me.
Remember I'll be autocrossing as well as road racing this monster, so a dyno grenade is the last thing I wanted.
The engine can take 7500, I want the margin in case I miss a shift on the road course.
The rpm limit with the stock computer was my understanding, Paul please feel free to correct me.
Thread Starter
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From: NEwhere Ohio
Yes, mustang dynos read notoriously low (except on 4 banger cars for some reason. thats what my dyno operator told me).
OK.
Whats your boost curve (boost vs. rpm) and spark advance curve (spark advnce vs. rpm) look like?
also, why worry about a dyno grenade? Isnt your motor forged? Should be able to detonate all day long without worry. It would probably take a really really bad tune to detonate anyways with the 9:1 compression and water injection. Very safe, reliable combo you have made.
About the AFR heads (are these the 195's, 210's? are they comp ported? eliminator model? ).
Do you have a blower cam (the ones with the high LSA so that the boost has greatest effect)?
Also, you mentioned a rev limiter set at 5700-ish rpm. Your torque curve is still flat and possibly still peaking when your dyno graph cuts off. I would recommend bumping that up. Peak power is prob more like 6000 or a little more RPM.
Fuel cutoff should have been real easy (at least it is for me in tunerpro software) to set.
The #'s arent compareable because Im on a dynojet, but notice my torque curve starts falling off (I have stock heads) before yours.
http://forums.corvetteforum.com/c4-f...s-cam-lt1.html
Do you have an MSD box on there, good wires, and good ignition system? Also, Ive got my plugs (NGK std. copper core TR6) gapped at .038 to ensure good spark.
Please note do not gap tighter than that, as when I went to .030 I had mis-fires.
Would love to see dyno jet results and hear about your boost curve and spark advace curve.
OK.
Whats your boost curve (boost vs. rpm) and spark advance curve (spark advnce vs. rpm) look like?
also, why worry about a dyno grenade? Isnt your motor forged? Should be able to detonate all day long without worry. It would probably take a really really bad tune to detonate anyways with the 9:1 compression and water injection. Very safe, reliable combo you have made.
About the AFR heads (are these the 195's, 210's? are they comp ported? eliminator model? ).
Do you have a blower cam (the ones with the high LSA so that the boost has greatest effect)?
Also, you mentioned a rev limiter set at 5700-ish rpm. Your torque curve is still flat and possibly still peaking when your dyno graph cuts off. I would recommend bumping that up. Peak power is prob more like 6000 or a little more RPM.
Fuel cutoff should have been real easy (at least it is for me in tunerpro software) to set.
The #'s arent compareable because Im on a dynojet, but notice my torque curve starts falling off (I have stock heads) before yours.
http://forums.corvetteforum.com/c4-f...s-cam-lt1.html
Do you have an MSD box on there, good wires, and good ignition system? Also, Ive got my plugs (NGK std. copper core TR6) gapped at .038 to ensure good spark.
Please note do not gap tighter than that, as when I went to .030 I had mis-fires.
Would love to see dyno jet results and hear about your boost curve and spark advace curve.