Dynoed the car today, ???
06-06-2009, 05:59 PM
#1
Dynoed the car today, ??? Well I went back and had the car retuned today and was not very happy with the out come. 489rwhp 458rwtq. The dyno was at 5,100 ft elevation, out side temp was 84 deg, timing was left at 17 deg, and the A/F was steady at 12.09-12.45, 11#'s of boost, 91 octane. I blew the stock accordion hose to the throttle body to pieces so that ended the day before we could get more agressive with it. Input, coments, help. I was hoping for around 600 to the wheels, alot of money and time for power that represents a big head/cam set up ??????
06-06-2009, 07:58 PM
#2
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Don't get discouraged, that's alot of elevation, 84 degrees with elevation is a terrible indicator of how your really doing. Also I would think you would want it a little richer? 11.5 just an opinion. I don't think a head and cam package is going to make big numbers in those conditions.
06-06-2009, 08:59 PM
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Dont dwell on the number. Its just an arbittrary number. First, what kind of dyno? Second these numbers should be corrected? Right? so the elevation is already corrected out supposedly.....But the question is, what was the correction factor?
Also, besides the number, forget that, look at the real information the dyno gave you. When did it make the power? rpm ? When did it make 11psi?
In other words....post the graph, and the specifics on the dyno. If it was a loaded dyno, what was the weight set to? 4th gear? rear gear? Tire size?
What was the AIT?
Also, besides the number, forget that, look at the real information the dyno gave you. When did it make the power? rpm ? When did it make 11psi?
In other words....post the graph, and the specifics on the dyno. If it was a loaded dyno, what was the weight set to? 4th gear? rear gear? Tire size?
What was the AIT?
06-06-2009, 10:33 PM
#6
Don't get discouraged, that's alot of elevation, 84 degrees with elevation is a terrible indicator of how your really doing. Also I would think you would want it a little richer? 11.5 just an opinion. I don't think a head and cam package is going to make big numbers in those conditions.
Dont dwell on the number. Its just an arbittrary number. First, what kind of dyno? Second these numbers should be corrected? Right? so the elevation is already corrected out supposedly.....But the question is, what was the correction factor?
Also, besides the number, forget that, look at the real information the dyno gave you. When did it make the power? rpm ? When did it make 11psi?
In other words....post the graph, and the specifics on the dyno. If it was a loaded dyno, what was the weight set to? 4th gear? rear gear? Tire size?
What was the AIT?
Also, besides the number, forget that, look at the real information the dyno gave you. When did it make the power? rpm ? When did it make 11psi?
In other words....post the graph, and the specifics on the dyno. If it was a loaded dyno, what was the weight set to? 4th gear? rear gear? Tire size?
What was the AIT?
Don't get me wrong the car ran great and pulled hard to 6,500 rpms. I'm happy with the way it's running the car made 390 rwtq, 345 rwhp at 4,000 rpms. Thanks for the input guys!!!
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06-07-2009, 08:12 AM
#9
What ever you do is your business, but that is a little lean. On a dyno you can get away with that, but under a load (driving) will be a different story. The fuel you are putting in is also cooling the cylinders hence why one of the reasons for running it on the rich side during WOT runs. Not giving you a lesson you probably already know, just reminding you of what is happening with the extra fuel. I run about 20* and about 11.5-11.8 AFR. GL! Knock is caused by a lot of things and not only being lean.
06-07-2009, 08:16 AM
#10
What ever you do is your business, but that is a little lean. On a dyno you can get away with that, but under a load (driving) will be a different story. The fuel you are putting in is also cooling the cylinders hence why one of the reasons for running it on the rich side during WOT runs. Not giving you a lesson you probably already know, just reminding you of what is happening with the extra fuel. I run about 20* and about 11.5-11.8 AFR. GL! Knock is caused by a lot of things and not only being lean.
06-07-2009, 02:30 PM
#13
Alright, so heres some more Q's. So the general consensus is that I'm too lean and the timing is too high. So the adjustment's need to be getting the AFR's in the 11 range and more timing or less? Also at this high elevation we don't need as much fuel as you sea level guys does this apply in the FI world too? I'm a golf course mechanic and with all my carburetored equipment I either have to change to smaller jets or adjust the carb to remove fuel so they don't run pig rich and foul plugs. As most of my equipment is set up to run at sea level not a mile high. I'm not a expert in the tuning word, the tuner told me this tune was very safe and was not close to pushing any limits of my engine ??? Keep the comments comming.
06-07-2009, 02:44 PM
#14
Alright, so heres some more Q's. So the general consensus is that I'm too lean and the timing is too high. So the adjustment's need to be getting the AFR's in the 11 range and more timing or less? Also at this high elevation we don't need as much fuel as you sea level guys does this apply in the FI world too? I'm a golf course mechanic and with all my carburetored equipment I either have to change to smaller jets or adjust the carb to remove fuel so they don't run pig rich and foul plugs. As most of my equipment is set up to run at sea level not a mile high. I'm not a expert in the tuning word, the tuner told me this tune was very safe and was not close to pushing any limits of my engine ??? Keep the comments comming.
06-07-2009, 02:56 PM
#16
That is where you and I are different I guess cause I don't have to tell her anything as it is me who is paying for it not her, money and the work lol!
Well I was saying that it was ok on the timing and you could probably put a little more in it depending on how safe you wanted to be etc.. I do think you need more fuel in the 11.5-11.8 range IMO. And as far as being safe at that elevation and all I am going to tell you AFR is going to be the same no mater where you are because the WB reads the amount of O2 and not fuel and so if you have less O2 at elevation etc... you would need less fuel (That is about you leaning the golf carts out so that would be right.), but the AFR should be in the same range no matter what elevation you are at 11.5 at 5000ft and 11.5 at sea level should be the same amount of O2 being measured etc...You might not need as much fuel to make it to 11.5AFR but it should be the same ratio basicly. I hope it came out so you could understand what I am saying. And I am not an expert tunner either I just do mine.
Well I was saying that it was ok on the timing and you could probably put a little more in it depending on how safe you wanted to be etc.. I do think you need more fuel in the 11.5-11.8 range IMO. And as far as being safe at that elevation and all I am going to tell you AFR is going to be the same no mater where you are because the WB reads the amount of O2 and not fuel and so if you have less O2 at elevation etc... you would need less fuel (That is about you leaning the golf carts out so that would be right.), but the AFR should be in the same range no matter what elevation you are at 11.5 at 5000ft and 11.5 at sea level should be the same amount of O2 being measured etc...You might not need as much fuel to make it to 11.5AFR but it should be the same ratio basicly. I hope it came out so you could understand what I am saying. And I am not an expert tunner either I just do mine.
Lets talk timing... The first guy that tuned had my timing at 25* and the new tuner yesterday told me that was way to high and thats why he backed it off to 17*. Comments? Also the lower the timing # the safer and less power and the higher the timing # more power and getting more dangerous???
06-07-2009, 03:01 PM
#17
I got ya so the ratio will always be the same it just takes less fuel in high elevation to reach the 11's AFR VS sea level.
Lets talk timing... The first guy that tuned had my timing at 25* and the new tuner yesterday told me that was way to high and thats why he backed it off to 17*. Comments? Also the lower the timing # the safer and less power and the higher the timing # more power and getting more dangerous???
Lets talk timing... The first guy that tuned had my timing at 25* and the new tuner yesterday told me that was way to high and thats why he backed it off to 17*. Comments? Also the lower the timing # the safer and less power and the higher the timing # more power and getting more dangerous???
06-07-2009, 04:22 PM
#20
I got ya so the ratio will always be the same it just takes less fuel in high elevation to reach the 11's AFR VS sea level.
Lets talk timing... The first guy that tuned had my timing at 25* and the new tuner yesterday told me that was way to high and thats why he backed it off to 17*. Comments? Also the lower the timing # the safer and less power and the higher the timing # more power and getting more dangerous???
Lets talk timing... The first guy that tuned had my timing at 25* and the new tuner yesterday told me that was way to high and thats why he backed it off to 17*. Comments? Also the lower the timing # the safer and less power and the higher the timing # more power and getting more dangerous???