dyno graph for my 408 that sucks balls
01-19-2007, 07:24 AM
#1
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dyno graph for my 408 that sucks ***** here is the dyno graph, it was done by carolina auto master on a dynojet, the engine is a 408 iron block built by HPE, with eagle rods and crank, JE nitrous pistons and rings, comp cams roller lifters, comp cam harden push rods. ported ls6 oil pump, double roller timing chain, that is pretty much all i have on the internals could this help shed a little more light on my problem.
01-19-2007, 07:58 AM
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??? that looks F'ed up. Torque does not normally fall off like that. How many miles do you have on the set-up? Where was your air fuel at? Where rings setted yet? Cam? Wow my 383 head & cam put down 482whp 468wtq with a baby cam. I would have it looked into mabey it is the tune. When I first finished my engine my head gaskets were bad causing a false A/F read on my O2's and also my Wideband causing me to have a bad tune. At no fault of the tuner... Good Luck
01-19-2007, 09:56 AM
#4
You guys, calm down...
That is a classic dyno graph of a vehicle running an unlocked high stall converter. Had he been able to stab the throttle at an even lower rpm level, the torque reading would have been higher. Think about it...a 2.5 stall torque ratio will multiply torque by that amount (when the turbine is at 0 rpm and the pump is at full stall).
I would expect there's probably 30-40 rwhp to gain by locking the converter on the dyno. Lock it and you will better see the true shape of the power/torque curves.
That is a classic dyno graph of a vehicle running an unlocked high stall converter. Had he been able to stab the throttle at an even lower rpm level, the torque reading would have been higher. Think about it...a 2.5 stall torque ratio will multiply torque by that amount (when the turbine is at 0 rpm and the pump is at full stall).
I would expect there's probably 30-40 rwhp to gain by locking the converter on the dyno. Lock it and you will better see the true shape of the power/torque curves.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
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01-19-2007, 01:12 PM
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Example
Red : converter unlocked / Blue : converter locked
https://ls1tech.com/forums/showthrea...=405386&page=1
Red : converter unlocked / Blue : converter locked
https://ls1tech.com/forums/showthrea...=405386&page=1
01-19-2007, 02:26 PM
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Originally Posted by lsx24
It's be interesting to note what cam and converter hit those results.
01-19-2007, 02:36 PM
#13
Originally Posted by JakeFusion™
That's the converter doing that. It's not really hitting 7800.
BTW the graph and #s look like a typical unlocked hi stall to me too.
01-19-2007, 03:08 PM
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the guy that did the tune was jeff at carolina auto masters he is supposed to be the best around this area Raleigh NC. he said i would pick up more power if i had a smaller converter. he suggested a 3000 pro torque. does anyone no anything about these. also the timing was 26 and the a/f was 13.5. he ran it to about 7k rpm. the 7700 rpm he said was the computer reading where the tq started picking up that is why it looked like it was running such high rpm's but even with the tq unlocked would it drop my hp down that low and why are my tq numbers so much higher. and like i've read there are alot of guys on this site making alot more hp with 346 ci, that is what really bothers me.
01-19-2007, 03:09 PM
#15
Originally Posted by edcmat-l1
?????????? That's not a spike, that motors bein run up that high. how ya figure its a converter? If thats what the tach pickup is seeing, thats what it is.
BTW the graph and #s look like a typical unlocked hi stall to me too.
BTW the graph and #s look like a typical unlocked hi stall to me too.
Our race cars make a run to 8000rpm and the graph reads to almost 10k rpm.It's just the way it is.
01-19-2007, 03:12 PM
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hey slowhawk do you have any idea why the numbers are so low, shouldn't i be making a little more with the setup i have. you seem to know what you are talking about. also is there anything you would suggest doing to get it running better.
01-19-2007, 04:02 PM
#17
Originally Posted by barthowell
hey slowhawk do you have any idea why the numbers are so low, shouldn't i be making a little more with the setup i have. you seem to know what you are talking about. also is there anything you would suggest doing to get it running better.
You have a setup that shouldn't even hit a dyno,it's a track setup. If your worried about dyno #'s switch in a 6 speed or put in a real tight converter 
I'm sure the engine is just fine and makes plenty of power.
01-19-2007, 04:09 PM
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Originally Posted by Slowhawk
It's the tranny/converter You have a setup that shouldn't even hit a dyno,it's a track setup. If your worried about dyno #'s switch in a 6 speed or put in a real tight converter
I'm sure the engine is just fine and makes plenty of power.
You have a setup that shouldn't even hit a dyno,it's a track setup. If your worried about dyno #'s switch in a 6 speed or put in a real tight converter I'm sure the engine is just fine and makes plenty of power.
01-19-2007, 04:19 PM
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that is the problem my track times are not great i just went this weekend and ran a best of 12.32, at 114, that is with mt drag radials. i'm not getting a good launch do to the stock rear but even so i see guys posting faster track times with smaller engines who have way more hp. i know you said it was a track setup but what do you mean by that. shouldn't more hp=better track times. that is why i had it dynoed in the first place because my track times were so slow and i figured it just needed a better tune