yep they do, that follows the about 15% lower than dynojet readings rob told meQuote:
Originally Posted by shownomercy
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yep they do, that follows the about 15% lower than dynojet readings rob told meQuote:
Originally Posted by shownomercy
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Really screams at 7,300 RPM......... We had the nitrous cutoff at 7,000 on the MoTeC tune, redline at 7,200.
You'll have to explain the "Heartbreaker" to me.
nitrous 7200 off limiter 7400.Quote:
Originally Posted by Injuneer
so that dyno is a dyno dynamics and it consistently reads about 15% lower than a dynojet that is local to it. a stock c5 6spd dynos about 250whp on the dyno I was on, same car would dyno around 290-300whp on a dynojet.
mathematically the car has been 9.90 at 3820lb raceweight (nitrous tank and my fat ass and a full tank of fuel). that math's out 750 crank hp. with a 15% drivetrain loss that'd be around 640ish whp on a dynojet, which makes sense.
converter flashed to 4200ish na and 5300-5400 on the 200. Rob also doesn't like to just whack the throttle when the dyno loads, that's why you hear the car start loading up as he catches the dyno load with about 50% throttle, then goes wot
@shownomercy has been on the same dyno I was on. made about 571whp with his turbo
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Math computes.
My car made 571 on that dyno, and on TTP MD, it made ~650. Traps 140 at ~3700lb area
Rob's dyno is a heartbreaker for sure. My first pull on gate only I think was what you made NA
yep it adds up mathematically and real world results. I'm just happy the part throttle shit is resolved and it seems much happier na and on sprayQuote:
Originally Posted by shownomercy
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The other part of heartbreaker is too many people use dynos because they want to see a certain number, so it's a "heartbreaker" when they see a much lower number. Dynos are tools for tuning and to see a before/after gain from tuning/modding but people concerned with numbers don't grasp that concept. Dyno loads can be configured many different ways by the shop. My tuner setup the mainline roller dyno he was using to be as close to street load as possible. As a result, after dyno tuning, he only had to make 1-2% adjustment to fueling when street checking the tune.
exactly. the car has been 9.90 on the same jet at the same weight (3820lb), so as long as it repeats or betters that I know it's making well north of 700 crankQuote:
Originally Posted by Z28pr0jekt
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Regardless of the specific HP/tq numbers it sure was jerking the fuck out of the tie-down straps when he stood on it.
I also found it interesting that the horsepower curve stayed flat as Kansas from the 5250 cross over to redline.
Also noticed its a real big horsepower cam with the torque seeming to be low in comparison.
Your work in setup and tuning is as remarkable as Fred's bottom end package considering the revs this thing has taken without fail.
Thanks for sharing.
This is the original build (8/23/2000) engine dyno on the final tune on the 275 (actually 762 - 496 = 266) shot. 5,200-6,700 RPM the HP min 731 / max 762.
Attachment 40625
A couple years later it was bumped up closer to 800 HP.... another one of my mistakes. The original setup on the MoTeC covered all three cases.... start the engine - N/A tune, arm the nitrous stage 1 and it overlayed the new tune, hit the pushbutton on the shift handle and it overlayed the stage 2 tune. For some reason, when they added another 30 HP of spray, they used a single stage and couldn't accommodate the revisions in a single tune, so I had separate N/A and 300-shot tunes to upload when needed. Not worth the added complication.
tentatively until funds allow I have to flash a separate file for the spray, as I can't afford the lingenfelter lnc-200 for timing retard control with the ls1 0411 pcm right now.Quote:
Originally Posted by Injuneer
hoping to get to the track soon to test
funny thing, one of your og jets that was in the og nozzle setup is in my spraybar on the fuel side (.054 jet)
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