Single T76 LT1 Just Back from the Dyno-
08-02-2008, 04:56 PM
#1
Single T76 LT1 Just Back from the Dyno- Color me very happy!
Max PSI : 12
Max RWTQ: 571
Max RWHP: 574
Engine
=============
Displacement......: 355 ci
Heads.............: Stock LT1 Castings, ported by Will Garza
Fuel Injectors....: 60# Mototrons
Compression Ratio.: 8.8:1 Diamonds
Cam...............: Custom Bret Bauer Turbo Cam
Throttle Body.....: Stock 48mm
Intake Manifold...: Stock Lt1
Exhaust...........: Log Manifold, 3" pipe all the way back to 3" Dynomax Muffler
Machine work......: Jim Pitcher-Chatham, NY 12037
Fuel System
===========
Stock intank
NOS Inline pump
Stock lines
Stock Fuel Pressure Regulator
Tuning
=======
PCM Tuning........: Untouched Mail Order MAF tune by Bryan Herter @ PCM4Less
Transmission
============
Transmission......: Stock T56 Six Speed
Rear Gear ratio
===============
Differential......: 4.10:1 Ford 8.8 w/GM 10 bolt 'legs'
Turbo Specifics
===============
Turbo.............: TC 76 w/MPS Wheel .96 A/R(www.forcedinductions.com)
Intercooler.......: 3" OBX air to air, front mounted
Hotside...........: "RealQuick" log manifold system
Coldside..........: Ebay 3" Aluminum pipe/coupler/Tbolt kit
Water/Meth........: NO
Boost controller..: NO
Wastegate.........: TurboSmart 38mm w/14Psi springs
Blow off valve....: Tial 50mm w/11psi spring
Dyno Facility
=============
SGP Racing - Veterans Memorial, Houston, TX
RPM/Boost/TQ/HP Measurements(I had him start at 3K)
================================================
3,000 = 05 psi = 400 = 240
3,250 = 06 psi = 370 = 245
3,500 = 07 psi = 400 = 260
3,750 = 08 psi = 425 = 320
4,000 = 10 psi = 465 = 355
4,250 = 11 psi = 500 = 400
4,500 = 12 psi = 571 = 475 (We think the Wastegate opened after this)
4,750 = 11 psi = 571 = 525
5,000 = 11 psi = 565 = 548
5,250 = 11 psi = 560 = 560
5,500 = 11 psi = 540 = 565
5,750 = 11 psi = 525 = 570
6,000 = 11 psi = 500 = 574
6,250 = 11 psi = 475 = 565
Air fuel Ratio was 11.x:1 during 3K to 6K, then briefly went to 12.x:1
Weather conditions at the time of dyno:
1pm today 97 degrees F, 40% humidity, 29.9 barometric Pressure, dew point 69F
Test was through full exhaust, no dumps/cutouts. Air filter on. At 12 psi during the first pull, the reducer coupler at the compressor outlet popped off. Dan took a break while I got under there to put the coupler back on with a good T-Bolt. To my horror, I saw the Air filter was GONE. I remembered hitting some retread crap the other day when the car in front of me just went over it and I didn't have time to react but I didn't consider it could have wacked that low slung air filter. I don't know how long I've been driving around, drinking dirt into my new wonderful motor, but it's been at least 2 days. I bought a 3" cast aluminum elbow I found in SGP Racings Box 'o pipes and put that on there. I was frustrated when SGP didn't have a 4" K&N filter but Dan had Moshi drive me over to Pep Boys to get one, free of charge.
With that all back on and buttoned up we took the second pull. The TQ/HP lines on the graph are sooo smooth. Not jittery or having spikes and dips. This is an untouched/altered mail order turbo tune! Good Job Bryan!
I asked Dan why it was that a wastegate with 14psi springs would open up at 12psi and he said he's sees it a lot with cars that don't have boost controllers. He recommended I get a Blitz electronic boost controller so I'm going to pick that up next paycheck!
Jon (aka "RealQuick"), good job on the hotside!
Last edited by frcefed98; 08-02-2008 at 07:26 PM.
I made it bit bolder, had a hard time reading it
08-02-2008, 10:56 PM
#5
Yes. I'm going to get the Blitz electronic boost controller. Dan said to put a 10 psi spring in the Turbosmart wastegate, then set the boost controller to 14 psi. In so doing, he said it will absolutely go to 14. I'm going to have to read up more on those. I know they run the spectrum from simple to confounding. I saw Tiago at one of the Houston car meets tonight and he was showing me the TurboSmart one he uses. Very comprehensive and tunable, even to the point of boost leveling per gear! Amazing.
This dyno (Dynapack) is different than any dyno I've been on before. They take your wheels off and bolt on these splined yokes. Each side of the car has a dyno box that the splined wheels go into. The great thing about this is there's no wheel slip/spin like occastionally happens on a conventional drum. The operator said it's the best kind of dyno for tuning. I know the "Mustang" dyno numbers read low compared to a dynojet numbers for a given car but I didn't know if this brand of dyno I was on today was 'optimistic' or 'pessimistic'. Tiago said it's actually quite pessimistic and he felt that my numbers on a dynojet would be over 600. It sure felt good to hear that.
This dyno (Dynapack) is different than any dyno I've been on before. They take your wheels off and bolt on these splined yokes. Each side of the car has a dyno box that the splined wheels go into. The great thing about this is there's no wheel slip/spin like occastionally happens on a conventional drum. The operator said it's the best kind of dyno for tuning. I know the "Mustang" dyno numbers read low compared to a dynojet numbers for a given car but I didn't know if this brand of dyno I was on today was 'optimistic' or 'pessimistic'. Tiago said it's actually quite pessimistic and he felt that my numbers on a dynojet would be over 600. It sure felt good to hear that.
08-02-2008, 11:04 PM
#7
Yes. Mail order turbo tune. I sent Bryan all my specs of the engine, car, intended driving (80% street, 20% strip) and HP goal (600+rwhp).
As far as it peaking early, it sure seems to have a lot of grunt right off the bat but on the street, once it's in 3rd or 4th and it gets a load on it and into the boost, it's flat wicked/evil
. I hope to get it to the 1/4mile tomorrow in (relatively) closeby Austin, Tx.
As far as it peaking early, it sure seems to have a lot of grunt right off the bat but on the street, once it's in 3rd or 4th and it gets a load on it and into the boost, it's flat wicked/evil
. I hope to get it to the 1/4mile tomorrow in (relatively) closeby Austin, Tx. Trending Topics
08-03-2008, 11:31 AM
#10
Thanks Tiago. As always, it was nice to talk to you and see your car. Thanks for the info on the Electronic Boost Controller you have. Every Saturday night at Otto's it seems like your car always has the most people around the front of it going "Wow...."
08-04-2008, 12:33 PM
#15
Front Mounted Turbo I also am having a front mounted turbo setup installed, It still retains the AC and everything stays in place, The turbo basically sits right in front of the motor, I used to be supercharged, the car made 648 RWHP on Pump and 722 RWHP on fast gas with a little more push, They say that the superchargers parasitic drag was actually using app 100+ HP to turn at the upper RPM's so we will see. To be continued..........
08-04-2008, 08:39 PM
#16
What tranny are you running? Where in Texas are you? I still have to get a cage for mine or I'll never get a good night of racing.
I also am having a front mounted turbo setup installed, It still retains the AC and everything stays in place, The turbo basically sits right in front of the motor, I used to be supercharged, the car made 648 RWHP on Pump and 722 RWHP on fast gas with a little more push, They say that the superchargers parasitic drag was actually using app 100+ HP to turn at the upper RPM's so we will see. To be continued..........
08-04-2008, 08:43 PM
#17
I think I'll do the gears at the same time I swap trannies. I have access to a Century built TH350, but having gone that route before, I'm not crazy about the gas mileage for the full time use but I'm not averse to swapping the T56 to the TH350 then back for a good weekend of racing. I've had the car apart and together again so many times, I could do it in my sleep.
I would like to go 3.55's. Right now with the six speed, the 4.10s are still a fun factor and I can actually use 6th gear (55 mph at an indicated 1,600 RPM)
I would like to go 3.55's. Right now with the six speed, the 4.10s are still a fun factor and I can actually use 6th gear (55 mph at an indicated 1,600 RPM)
08-04-2008, 09:32 PM
#18
I'd check your tune/logs... seems like you hit 400rwtq @ 5psi at 3000rpm, then you lose tq at 6psi, then hit 400rwtq @ 7psi at 3500rpm. Seems like you have a dip in the tq curve (fuel or spark related since there isnt any tire spin with a dynapack).
3,000 = 05 psi = 400 = 240
3,250 = 06 psi = 370 = 245
3,500 = 07 psi = 400 = 260
3,750 = 08 psi = 425 = 320
3,000 = 05 psi = 400 = 240
3,250 = 06 psi = 370 = 245
3,500 = 07 psi = 400 = 260
3,750 = 08 psi = 425 = 320
08-04-2008, 09:39 PM
#19
Yeah, It did it on both pulls too. Real odd. The graph lines look like wave swells. Very smooth. I'll have to get them scanned into a digital format so you can see.
I'd check your tune/logs... seems like you hit 400rwtq @ 5psi at 3000rpm, then you lose tq at 6psi, then hit 400rwtq @ 7psi at 3500rpm. Seems like you have a dip in the tq curve (fuel or spark related since there isnt any tire spin with a dynapack).
3,000 = 05 psi = 400 = 240
3,250 = 06 psi = 370 = 245
3,500 = 07 psi = 400 = 260
3,750 = 08 psi = 425 = 320
3,000 = 05 psi = 400 = 240
3,250 = 06 psi = 370 = 245
3,500 = 07 psi = 400 = 260
3,750 = 08 psi = 425 = 320
08-05-2008, 06:32 AM
#20
I now have a built T56, Use to be an A4 but after blowing up 4 of them I switched to a Fully manual 700R4 which held but I did not like the neck snapping shifts on normal driving, but now I have gone through 4 clutches, I think I have a hydraulic problem rather than actual clutch problems. My car looks like a bone stock Z, has everything from the factory since I bought it new back in 95, the only hint of performance in the interior is the fuel and boost gauge on the pillar. I am now in San Antonio,Tx I do not have a cage and usually get only one or two passes but have not been able to run a full Power pass due to the tranny and clutch problems, Last year at the shoot out on a slipping clutch, launching at idle and shifting while changing out CD's it ran an 11.4 @ 137.8 MPH...