Back from the Dyno
Race Director
Joined: Dec 2006
Posts: 12,392
Likes: 2,911
From: Fort Worth, Texas
Thanks, I know I can get better results, but my time slips are what Im actually looking forward to. I would rather dyno on less than ideal conditions to know that my car will perform this well or better at all times. Not good at one time and less the rest of the time.
I know you know what Im talking about. You seem like a pretty smart guy from posts in any threads I've read of yours
I know you know what Im talking about. You seem like a pretty smart guy from posts in any threads I've read of yours
Glad you got a sense of humor as there are some real inconsiderate posts lol
In all seriousness, the ~100hp you gained at the crank should be worth ~10mph in the 1/4. From what I've experienced that translates to ~60% in the 1/8, so you should gain ~6 mph weather being equal.
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
Thanks, I try
Glad you got a sense of humor as there are some real inconsiderate posts lol
In all seriousness, the ~100hp you gained at the crank should be worth ~10mph in the 1/4. From what I've experienced that translates to ~60% in the 1/8, so you should gain ~6 mph weather being equal.
Glad you got a sense of humor as there are some real inconsiderate posts lol
In all seriousness, the ~100hp you gained at the crank should be worth ~10mph in the 1/4. From what I've experienced that translates to ~60% in the 1/8, so you should gain ~6 mph weather being equal.
Safety Car
Joined: Aug 2011
Posts: 4,449
Likes: 409
From: Portland OR
I wouldn't think it would affect mph unless it saves weight. MPH will show the HP gain.
ET is all about hook.
I believe you said the track you run isn't a real full time dragstrip?
BTW...I ran a kid in a 2013 M5 a few weeks ago. Reminded me of you and the Beemer you were tussling with. The kid wanted me. I beat him by over 10 car lengths. He follows me down the return road flashing his brights, pulls up to my pit spot and tells me I left too early and he wanted to try agian. Too funny. I had a .005 light.......11.25 to his 12.90. I said not right now...maybe later.
ET is all about hook.
I believe you said the track you run isn't a real full time dragstrip?
BTW...I ran a kid in a 2013 M5 a few weeks ago. Reminded me of you and the Beemer you were tussling with. The kid wanted me. I beat him by over 10 car lengths. He follows me down the return road flashing his brights, pulls up to my pit spot and tells me I left too early and he wanted to try agian. Too funny. I had a .005 light.......11.25 to his 12.90. I said not right now...maybe later.
Drifting
Joined: Sep 2009
Posts: 1,719
Likes: 4
From: cinnaminson n.j.
St. Jude Donor '14
I wouldn't think it would affect mph unless it saves weight. MPH will show the HP gain.
ET is all about hook.
I believe you said the track you run isn't a real full time dragstrip?
BTW...I ran a kid in a 2013 M5 a few weeks ago. Reminded me of you and the Beemer you were tussling with. The kid wanted me. I beat him by over 10 car lengths. He follows me down the return road flashing his brights, pulls up to my pit spot and tells me I left too early and he wanted to try agian. Too funny. I had a .005 light.......11.25 to his 12.90. I said not right now...maybe later.
ET is all about hook.
I believe you said the track you run isn't a real full time dragstrip?
BTW...I ran a kid in a 2013 M5 a few weeks ago. Reminded me of you and the Beemer you were tussling with. The kid wanted me. I beat him by over 10 car lengths. He follows me down the return road flashing his brights, pulls up to my pit spot and tells me I left too early and he wanted to try agian. Too funny. I had a .005 light.......11.25 to his 12.90. I said not right now...maybe later.
Team Owner
Joined: May 2006
Posts: 21,473
Likes: 356
From: Palmdale, Ca----- 2009 Cyber Gray 4LT A6 F55 452 RWHP 422 RWTQ- RIP 1998 C5 734 RWHP & 585 RWTQ-----
You know that is not too bad of results!
Especially since you did not up the compression ratio much!
If you want some better exhaust you might want to look into doing the C6 ZR1 manifolds, Hiflow cats and Xpipe - all 3" from the factory!
i did a full write-up on the install and how to do it with full pictures! Just do a search or look under my name here!
You easily have 400 RWHP just need to free up the HP that is being robbed by the stock exhaust!
If you have any questions on the C6 ZR1 set-up just let me know!
Thanks,Matt
Especially since you did not up the compression ratio much!
If you want some better exhaust you might want to look into doing the C6 ZR1 manifolds, Hiflow cats and Xpipe - all 3" from the factory!
i did a full write-up on the install and how to do it with full pictures! Just do a search or look under my name here!
You easily have 400 RWHP just need to free up the HP that is being robbed by the stock exhaust!
If you have any questions on the C6 ZR1 set-up just let me know!
Thanks,Matt
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Le Mans Master
Joined: Oct 2004
Posts: 7,706
Likes: 485
From: Everett WA
C4 of Year Finalist (appearance mods) 2019
Just got done with the H/C swap and tuning. Though Id share the results. Before the swap, I was at 304whp/291wtq.
Cam installed was a custom grind 220/228 .578/.586 on a 115*LSA. Heads are fully ported 243's by WCC, w/ stainless steel valves and decked to 63cc.
Final readout was 387whp/337wtq. The cam was not exactly what I wanted, but I am impressed with a 83whp increase and 46wtq to say the least. I wanted a 222 or 224 int. and 114 LSA. But the specs are very close and I will have no trouble passing the sniffer here in Cali.
Still have yet to do long-tubes. So easily a 400whp car if I go that route.
Cam installed was a custom grind 220/228 .578/.586 on a 115*LSA. Heads are fully ported 243's by WCC, w/ stainless steel valves and decked to 63cc.
Final readout was 387whp/337wtq. The cam was not exactly what I wanted, but I am impressed with a 83whp increase and 46wtq to say the least. I wanted a 222 or 224 int. and 114 LSA. But the specs are very close and I will have no trouble passing the sniffer here in Cali.
Still have yet to do long-tubes. So easily a 400whp car if I go that route.
This is what its all about ..... the net change. Doesn't matter if its uncorrected, mustang dyno or not. As long as you run it on the same machine before and after you know the true change
The 3200 is going to make for some fun.
Burning Brakes
Joined: Oct 2004
Posts: 986
Likes: 23
From: Florence SC
[QUOTE=NukeC5;1584318863]I have to wait till the 26th for the next race. 8-10mph is what my tuner thought as well. 7.2ish ET is his guess too.
Wondering what ET's you ran before the H/C change? 7.2's seem kind of quick. IDK Good luck getting "her" there though.
Wondering what ET's you ran before the H/C change? 7.2's seem kind of quick. IDK Good luck getting "her" there though.
Safety Car
Joined: Aug 2011
Posts: 4,449
Likes: 409
From: Portland OR
I think he ran 8.21 @ 88, he can of course verify.
BTW, if it's completely uncorrected, the weather at the time of the test will make a difference.
50 degrees, high barometer and low humidity (crisp fall day) will be quite a lot different than a 90 degree, low barometer and high humidity day.
This is the same thing as racing under the same 2 conditions. And exactly why the guys who run at ATCO in the fall go so fast.
Ron
BTW, if it's completely uncorrected, the weather at the time of the test will make a difference.
50 degrees, high barometer and low humidity (crisp fall day) will be quite a lot different than a 90 degree, low barometer and high humidity day.
This is the same thing as racing under the same 2 conditions. And exactly why the guys who run at ATCO in the fall go so fast.
Ron
Burning Brakes
Joined: Jun 2008
Posts: 838
Likes: 5
From: San Diego CA
Nuke who did the tuning? and where did you get it dyno'd? If you took it to CMS I seriously doubt you would get 430 they changed to a Mustang dyno and that read lower than their old Dyno Dynamics ( that is ofcourse is if you were chasing numbers) heck man it could be the tune but we won't get into that lol. glad to see you are upping the power it should make for some better times at the track. Which track are you going to, the parking lot strip or out to barona??
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
I'll try to answer what all I just read.
I go to Excelsior Motorsports in Escondido. Tuners name is Kushan and he uses a Dynolog dynomometer.
Before this swap I did the 1/8th in 7.8ET @ 88.5mph with a 1.80 60'.
I know the exhaust is whats killing me now. Darn California
But Im waiting for Pfadt's C5 LT's to come out this summer. I want to see how they do.
Ron, I love smoking beamers. The drivers are so smug it seems. They never admit defeat even when loosing. It had to be something else. 8.21...
that was a while ago!
I go to Excelsior Motorsports in Escondido. Tuners name is Kushan and he uses a Dynolog dynomometer.
Before this swap I did the 1/8th in 7.8ET @ 88.5mph with a 1.80 60'.
I know the exhaust is whats killing me now. Darn California
But Im waiting for Pfadt's C5 LT's to come out this summer. I want to see how they do.Ron, I love smoking beamers. The drivers are so smug it seems. They never admit defeat even when loosing. It had to be something else. 8.21...
that was a while ago!
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
To answer Ron more directly,
The track is basically a parking lot converted to a strip. But once in awhile they lay down some prepping stuff. Not sure what its called.
I know the suspension is more for the launch and ET. But I was more or less thinking I should see what difference the suspension makes on a different day. If i just go down and run both it and the new engine package, I wont know what the suspension actually did for improvement.
The track is basically a parking lot converted to a strip. But once in awhile they lay down some prepping stuff. Not sure what its called.
I know the suspension is more for the launch and ET. But I was more or less thinking I should see what difference the suspension makes on a different day. If i just go down and run both it and the new engine package, I wont know what the suspension actually did for improvement.
Burning Brakes
Joined: Jun 2008
Posts: 838
Likes: 5
From: San Diego CA
track prep stuff, called VHT is what they use maybe once every 3 or 4 months and only use it on the left lanes. exhaust could be hurting you mainly with not having long tubes. You really gotta trying going to Barona one saturday and seeing the difference your car will do there. having a auto car on a great track will get you good times, us 6 speed guys gotta work at it on the launch.
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
track prep stuff, called VHT is what they use maybe once every 3 or 4 months and only use it on the left lanes. exhaust could be hurting you mainly with not having long tubes. You really gotta trying going to Barona one saturday and seeing the difference your car will do there. having a auto car on a great track will get you good times, us 6 speed guys gotta work at it on the launch.
But I should go see what its about one of these days. Are the time classes similar?
Running Guns & Moonshine
Joined: Aug 2001
Posts: 12,672
Likes: 7,306
From: CT
Nuke -- what's your tune? Has it been dyno-tuned with a/f set?
I ask because good heads and an emissions cam close-ish to Hot Cam would seem to put down more in my head - corrected dyno or no. +80 hp over the baseline is progress, but I wager there is room to grow in the tune.
My 100% stock longblock LS1 with headers, full exhaust, vortex rammer, bridge and coupler... (i.e. - just pipes and cai, really) put down 343rwhp and I forget the torque, but in the same ballpark give or take 10. That was on an awd dyno where my friend (tuner/operator) said I really ought to add 8% to that number and call it 371... which is a number I take a HUGE pinch of salt even considering sharing, because that number would surprise me. But then, my clutch has been slipping over 4500 since then so my SOTP meter is skewed low for the time being.
Fun car to drive I bet, either way!
I ask because good heads and an emissions cam close-ish to Hot Cam would seem to put down more in my head - corrected dyno or no. +80 hp over the baseline is progress, but I wager there is room to grow in the tune.
My 100% stock longblock LS1 with headers, full exhaust, vortex rammer, bridge and coupler... (i.e. - just pipes and cai, really) put down 343rwhp and I forget the torque, but in the same ballpark give or take 10. That was on an awd dyno where my friend (tuner/operator) said I really ought to add 8% to that number and call it 371... which is a number I take a HUGE pinch of salt even considering sharing, because that number would surprise me. But then, my clutch has been slipping over 4500 since then so my SOTP meter is skewed low for the time being.
Fun car to drive I bet, either way!
Race Director
Joined: Feb 2013
Posts: 19,864
Likes: 146
From: South East TN
I'm sorry but this just isn't true, if it's uncorrected the results can swing wildly from day to day due to atmsopheric conditions. You can make changes to the vehicle that in all honesty would make power gains, but due to the conditions could show you a loss. So How would you ever be able to realiably determine that you are making improvements. It is important to use the same dyno and run the same correction standard each time. The corection factor is supposed to show you what the numbers would be as if you ran the car at the same atmospheric conditions each time. Yes there is a margin of error. But it is more important to use the same dyno, and same correction standard after each change done to the car. This gives you a much more accurate and reliable way of determining that the changes you are making are in the direction you want.
Thread Starter
Melting Slicks
Joined: Jun 2012
Posts: 3,163
Likes: 6
From: Oceanside California
I'm sorry but this just isn't true, if it's uncorrected the results can swing wildly from day to day due to atmsopheric conditions. You can make changes to the vehicle that in all honesty would make power gains, but due to the conditions could show you a loss. So How would you ever be able to realiably determine that you are making improvements. It is important to use the same dyno and run the same correction standard each time. The corection factor is supposed to show you what the numbers would be as if you ran the car at the same atmospheric conditions each time. Yes there is a margin of error. But it is more important to use the same dyno, and same correction standard after each change done to the car. This gives you a much more accurate and reliable way of determining that the changes you are making are in the direction you want.
But I do agree, for mod to mod power gains, a corrected dyno is best. However, I like to know what I am at right now and what I will be racing at this time of year. I prefer an uncorrected dyno.