my #'s seem a little low...help me see what wrong
#1
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my #'s seem a little low...help me see what wrong
OK here is what I have
-stock rebuilt .010 over motor with arp bolts 11.5:1 CR
-241 heads ported (don't have flow#'s but they were done right)
-228/234@ 50 .607 / .598 on 110
-tr6 plugs
-SVO 30lb injectors but with stock pump
-ls6 intake with S3 ported TB
-UD pulley
-jet hot headers with 3" to X with 2.5" over the axle all mandrel bent
-A4 with 3800 vigilante converter
-moser 12 bolt 3.73 and 26" tire
A couple weeks ago with 300 miles on the new combo it made 400 RWHP and 332 torque. I don't have that sheet with me today to share. That was with the stock injectors and the AFR was very lean. The graph was pretty straight starting at 14.1 and ending about 13.8 at the top of the run. I also made some logs on the street and found I was at 96% DC on the injectors and getting 4 deg knock retard.
I sent the PCM back to the mailorder tuner to adjust for the 30 lbs SVO's and add more fuel to it. He told me he added 8% more fuel to the tune and tweaked a few things after looking at the dyno graph and my logs.
Fast forward to now. I got the PCM back and changed the injectors. The car seems to run better on the street. The knock retard is gone. The M/T drag radials will spin a good 25-30ft on concrete. Its not like its a turd. The car seems to run ok.
I went this morning and put it back on the same dyno. Now its still a little lean but the fuel graph is all over the place on both runs. The numbers are similar to what they were before. The HP is a little lower than expected but the torque seems extreemly low. Any ideas what going on? Here is todays run.
-stock rebuilt .010 over motor with arp bolts 11.5:1 CR
-241 heads ported (don't have flow#'s but they were done right)
-228/234@ 50 .607 / .598 on 110
-tr6 plugs
-SVO 30lb injectors but with stock pump
-ls6 intake with S3 ported TB
-UD pulley
-jet hot headers with 3" to X with 2.5" over the axle all mandrel bent
-A4 with 3800 vigilante converter
-moser 12 bolt 3.73 and 26" tire
A couple weeks ago with 300 miles on the new combo it made 400 RWHP and 332 torque. I don't have that sheet with me today to share. That was with the stock injectors and the AFR was very lean. The graph was pretty straight starting at 14.1 and ending about 13.8 at the top of the run. I also made some logs on the street and found I was at 96% DC on the injectors and getting 4 deg knock retard.
I sent the PCM back to the mailorder tuner to adjust for the 30 lbs SVO's and add more fuel to it. He told me he added 8% more fuel to the tune and tweaked a few things after looking at the dyno graph and my logs.
Fast forward to now. I got the PCM back and changed the injectors. The car seems to run better on the street. The knock retard is gone. The M/T drag radials will spin a good 25-30ft on concrete. Its not like its a turd. The car seems to run ok.
I went this morning and put it back on the same dyno. Now its still a little lean but the fuel graph is all over the place on both runs. The numbers are similar to what they were before. The HP is a little lower than expected but the torque seems extreemly low. Any ideas what going on? Here is todays run.
#2
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That's actually very good power through an unlocked converter. The only way you'll get a better torque number is to lock the tranny in 3rd gear and start your run at a lower rpm. The torque multiplication at lower rpm will be very high.
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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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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
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
#3
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Originally Posted by Patrick G
That's actually very good power through an unlocked converter. The only way you'll get a better torque number is to lock the tranny in 3rd gear and start your run at a lower rpm. The torque multiplication at lower rpm will be very high.
What do you think is causing the AFR to be so different on the two runs.
#4
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Originally Posted by gearheads78
So that is good power for the mods I have? You get used to seeing all these M6 numbers around here and it seemed low. I plan on getting software and a wideband when I can scrape up the money so i can learn to tune it myself. This is my first non carbed hot rod so its a learning experience for me.
What do you think is causing the AFR to be so different on the two runs.
What do you think is causing the AFR to be so different on the two runs.
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Originally Posted by Denom
I'm an M6 owner, and can tell you, it ain't what you put down on the dyno, but what you put down at the track. Get some track numbers, and see what times you pull. If you run in the 11's you should be happy.
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#9
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I think you may still need a retune for the 30lbs'ers. That A/F is way too lean on the dyno. Maybe have your tuner look it over once more.
Once you get it richened back up, you'll probably see a bit more power. And yes, A4s are not dyno queens. But you should be able to run some decent numbers with that setup.
Once you get it richened back up, you'll probably see a bit more power. And yes, A4s are not dyno queens. But you should be able to run some decent numbers with that setup.
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I say mail order tunes are junk, every car is going to be different... And I know you live in DFW so you have plenty of shops to choose from. You need to cut your loss on the current tune and take it to Simplequick or RPM for a completely new tune. It will be the best $400 you have spent so far...
#14
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The graph looks different from many unlocked graphs I've seen. Its smooth, of course you know that the 12 bolt is holding you back and the 3.73's. Think of it this way, your setup is similar to mine, ported/polished 241's, the cam is bigger compared to my 224/.561/.561 112, and your stall is a lil bigger too (3800 compared to my 3500). I did 392/373 locked 10 bolt and 3.23's where as you did very similar with a bigger unlocked stall, gears, and a 12bolt.
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but why wouldn't a car with 11.5:1 compression yield better numbers than that?
it appears to have a few more hp...but that's it. also, i doubt the tq would be much higher earlier in the graph as the peak usually occurs between 4,500-5k. something seems awry, even with a 12 bolt through an unlocked converter, 332 rwtq is closer a bolt-on number. i'd pay to have that thing dynotuned, as i think you'd gain more than just "richening it up"..
it appears to have a few more hp...but that's it. also, i doubt the tq would be much higher earlier in the graph as the peak usually occurs between 4,500-5k. something seems awry, even with a 12 bolt through an unlocked converter, 332 rwtq is closer a bolt-on number. i'd pay to have that thing dynotuned, as i think you'd gain more than just "richening it up"..
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Originally Posted by slowredz
I say mail order tunes are junk, every car is going to be different... And I know you live in DFW so you have plenty of shops to choose from. You need to cut your loss on the current tune and take it to Simplequick or RPM for a completely new tune. It will be the best $400 you have spent so far...
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Originally Posted by s346k
but why wouldn't a car with 11.5:1 compression yield better numbers than that?
it appears to have a few more hp...but that's it. also, i doubt the tq would be much higher earlier in the graph as the peak usually occurs between 4,500-5k. something seems awry, even with a 12 bolt through an unlocked converter, 332 rwtq is closer a bolt-on number. i'd pay to have that thing dynotuned, as i think you'd gain more than just "richening it up"..
it appears to have a few more hp...but that's it. also, i doubt the tq would be much higher earlier in the graph as the peak usually occurs between 4,500-5k. something seems awry, even with a 12 bolt through an unlocked converter, 332 rwtq is closer a bolt-on number. i'd pay to have that thing dynotuned, as i think you'd gain more than just "richening it up"..
Last edited by jimbob; 05-04-2006 at 12:03 PM.
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the graph is only from 5-7k?? looks like the dyno operator didn't know what he was doing. the tq will be much higher down low. I would have them redyno it. preferably for free.
numbers there look just fine to me
numbers there look just fine to me