Should be faster...12.8 at 109
09-27-2008, 04:17 PM
#61
i tried
Bowling's Optimum Shift Calculator
Input Parameters Are the Following:
Transmission Ratio One = 3.06 to 1
Transmission Ratio Two = 1.63 to 1
Transmission Ratio Three = 1.00 to 1
Transmission Ratio Four = 0.70 to 1
Horsepower = 115 at 2000 RPM
Horsepower = 174 at 3000 RPM
Horsepower = 225 at 3500 RPM
Horsepower = 255 at 4000 RPM
Horsepower = 290 at 4500 RPM
Horsepower = 325 at 5000 RPM
Horsepower = 365 at 6000 RPM
Horsepower = 365 at 6500 RPM
Computation Results:
Using the Criterion for Maintaining the Same Horsepower Before and After Shift:
Finding Best Shift Placement Points For Ratio 3.06 to 1.63: Error: Search outside range - need more RPM range in HP table! Finding Best Shift Placement Points For Ratio 1.63 to 1.00: Error: Search outside range - need more RPM range in HP table! Finding Best Shift Placement Points For Ratio 1.00 to 0.70: Error: Search outside range - need more RPM range in HP table!
Maximumizing the Area Under the Horsepower Curve:
Finding Best Shift Placement Points For Ratio 3.06 to 1.63:
Found optimum shift RPM at 6495, which achieves maximum area under horsepower curve, and lowers the RPM to 3460 after shift
Finding Best Shift Placement Points For Ratio 1.63 to 1.00:
Found optimum shift RPM at 6496, which achieves maximum area under horsepower curve, and lowers the RPM to 3985 after shift
Finding Best Shift Placement Points For Ratio 1.00 to 0.70:
Found optimum shift RPM at 6493, which achieves maximum area under horsepower curve, and lowers the RPM to 4545 after shift
Bowling's Optimum Shift Calculator
Input Parameters Are the Following:
Transmission Ratio One = 3.06 to 1
Transmission Ratio Two = 1.63 to 1
Transmission Ratio Three = 1.00 to 1
Transmission Ratio Four = 0.70 to 1
Horsepower = 115 at 2000 RPM
Horsepower = 174 at 3000 RPM
Horsepower = 225 at 3500 RPM
Horsepower = 255 at 4000 RPM
Horsepower = 290 at 4500 RPM
Horsepower = 325 at 5000 RPM
Horsepower = 365 at 6000 RPM
Horsepower = 365 at 6500 RPM
Computation Results:
Using the Criterion for Maintaining the Same Horsepower Before and After Shift:
Finding Best Shift Placement Points For Ratio 3.06 to 1.63: Error: Search outside range - need more RPM range in HP table! Finding Best Shift Placement Points For Ratio 1.63 to 1.00: Error: Search outside range - need more RPM range in HP table! Finding Best Shift Placement Points For Ratio 1.00 to 0.70: Error: Search outside range - need more RPM range in HP table!
Maximumizing the Area Under the Horsepower Curve:
Finding Best Shift Placement Points For Ratio 3.06 to 1.63:
Found optimum shift RPM at 6495, which achieves maximum area under horsepower curve, and lowers the RPM to 3460 after shift
Finding Best Shift Placement Points For Ratio 1.63 to 1.00:
Found optimum shift RPM at 6496, which achieves maximum area under horsepower curve, and lowers the RPM to 3985 after shift
Finding Best Shift Placement Points For Ratio 1.00 to 0.70:
Found optimum shift RPM at 6493, which achieves maximum area under horsepower curve, and lowers the RPM to 4545 after shift
That still doesn't explain the times though.
Jon
09-27-2008, 04:47 PM
#63
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i wouldnt worry to much man like was previously stated on page one id say its your 60's that are hurting you.my first time at the track i ran 12.8 and i was trapping consistent 115 the whole night 
its just a matter of how you come off the line practice makes perfect
its just a matter of how you come off the line practice makes perfect
09-28-2008, 09:24 PM
#64
Hey Tiffany.
After the tropical mess here, our humidity was in the 90s-% all day long and 90deg during your pull and correction is SAE.
To help shed some light on things in this thread:
The fact that the car ran the same MPH at the track as before the cam swap can also be seen in the dyno graph. What I mean is, the car was put on the dyno saturday and pulled and made the 334. The logs showed about 70% throttle. When checked, the TB (with pedal on the floor) still had about a solid inch to go. The cable was adjusted (as it was when previously tuned) and the next pull (no other change) the car made the 364. This is a stalled auto in miserable weather conditions. The car was previously tuned at a time when the humidity hardware in the dynojet stack was dead, so the tune was solid, but the numbers were bad. AFR can't be seen in those pics but was at 12.7ish around peak tq ending up at 13.0 up top. This was what it liked. Timing is 26-28.5 deg. After tuning the car previously, it had already been setup shifting at 6500. It should find about 4-5 MPH with the TB opening fully.
This is a very nice and very clean car. The work they have done is very neat and clean as well. It's her daily driver too
09-28-2008, 10:16 PM
#65
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i still think those numbers sound low. I was runnin a 98 with LS6 intake Kooks LT Headers ASP Pulley 160* T-Stat LS6 oil Pump Comp cams Lifters Crane Dual Springs Titanium Retainers hardened Pushrods Borla Cat-back and put down 335/355tq after a tune. not even mentioning the 133k miles i had when it was dynod... good luck
09-29-2008, 09:16 AM
#66
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Hey Tiffany.
After the tropical mess here, our humidity was in the 90s-% all day long and 90deg during your pull and correction is SAE.
To help shed some light on things in this thread:
The fact that the car ran the same MPH at the track as before the cam swap can also be seen in the dyno graph. What I mean is, the car was put on the dyno saturday and pulled and made the 334. The logs showed about 70% throttle. When checked, the TB (with pedal on the floor) still had about a solid inch to go. The cable was adjusted (as it was when previously tuned) and the next pull (no other change) the car made the 364. This is a stalled auto in miserable weather conditions. The car was previously tuned at a time when the humidity hardware in the dynojet stack was dead, so the tune was solid, but the numbers were bad. AFR can't be seen in those pics but was at 12.7ish around peak tq ending up at 13.0 up top. This was what it liked. Timing is 26-28.5 deg. After tuning the car previously, it had already been setup shifting at 6500. It should find about 4-5 MPH with the TB opening fully.
This is a very nice and very clean car. The work they have done is very neat and clean as well. It's her daily driver too
After the tropical mess here, our humidity was in the 90s-% all day long and 90deg during your pull and correction is SAE.
To help shed some light on things in this thread:
The fact that the car ran the same MPH at the track as before the cam swap can also be seen in the dyno graph. What I mean is, the car was put on the dyno saturday and pulled and made the 334. The logs showed about 70% throttle. When checked, the TB (with pedal on the floor) still had about a solid inch to go. The cable was adjusted (as it was when previously tuned) and the next pull (no other change) the car made the 364. This is a stalled auto in miserable weather conditions. The car was previously tuned at a time when the humidity hardware in the dynojet stack was dead, so the tune was solid, but the numbers were bad. AFR can't be seen in those pics but was at 12.7ish around peak tq ending up at 13.0 up top. This was what it liked. Timing is 26-28.5 deg. After tuning the car previously, it had already been setup shifting at 6500. It should find about 4-5 MPH with the TB opening fully.
This is a very nice and very clean car. The work they have done is very neat and clean as well. It's her daily driver too
i still think those numbers sound low. I was runnin a 98 with LS6 intake Kooks LT Headers ASP Pulley 160* T-Stat LS6 oil Pump Comp cams Lifters Crane Dual Springs Titanium Retainers hardened Pushrods Borla Cat-back and put down 335/355tq after a tune. not even mentioning the 133k miles i had when it was dynod... good luck
09-29-2008, 10:14 AM
#67
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The current 228r is definately XER lobes. If you'd like to checkout some engine dyno data from our cam swap testing give us a call. We can fax you over tons of dyno results!!
http://www.texas-speed.com/shop/item...d=167&catid=44
Baseline
http://www.precisionracecomponents.com/stock.jpg
228R
http://www.precisionracecomponents.com/228r.jpg
__________________
found this post...on another thread...
any idea why I stop making power at 6ish and theres is 6400 ish...?
http://www.texas-speed.com/shop/item...d=167&catid=44
Baseline
http://www.precisionracecomponents.com/stock.jpg
228R
http://www.precisionracecomponents.com/228r.jpg
__________________
found this post...on another thread...
any idea why I stop making power at 6ish and theres is 6400 ish...?
09-30-2008, 10:17 AM
#69
The current 228r is definately XER lobes. If you'd like to checkout some engine dyno data from our cam swap testing give us a call. We can fax you over tons of dyno results!!
http://www.texas-speed.com/shop/item...d=167&catid=44
Baseline
http://www.precisionracecomponents.com/stock.jpg
228R
http://www.precisionracecomponents.com/228r.jpg
__________________
found this post...on another thread...
any idea why I stop making power at 6ish and theres is 6400 ish...?
http://www.texas-speed.com/shop/item...d=167&catid=44
Baseline
http://www.precisionracecomponents.com/stock.jpg
228R
http://www.precisionracecomponents.com/228r.jpg
__________________
found this post...on another thread...
any idea why I stop making power at 6ish and theres is 6400 ish...?
Was the converter locked on the dyno? And just to clear this up, were the track times with the TB not opening all the way?
Jon
09-30-2008, 10:51 AM
#70
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stall was locked
and track times tb was open all the way. I dont know when or how my throttle cable got the way it was on dyno... as far as I know...but not 100% so friday when I go I ll give an update....I am going to keep eye on it make sure the clip is holding.
still doesnt explain tq/hp # so low
kinda would explain my low mph
I just dont understand how it got that way I didnt touch it...maybe just a freak thing...
and track times tb was open all the way. I dont know when or how my throttle cable got the way it was on dyno... as far as I know...but not 100% so friday when I go I ll give an update....I am going to keep eye on it make sure the clip is holding.
still doesnt explain tq/hp # so low
kinda would explain my low mph
I just dont understand how it got that way I didnt touch it...maybe just a freak thing...
09-30-2008, 02:27 PM
#72
stall was locked
and track times tb was open all the way. I dont know when or how my throttle cable got the way it was on dyno... as far as I know...but not 100% so friday when I go I ll give an update....I am going to keep eye on it make sure the clip is holding.
still doesnt explain tq/hp # so low
kinda would explain my low mph
I just dont understand how it got that way I didnt touch it...maybe just a freak thing...
and track times tb was open all the way. I dont know when or how my throttle cable got the way it was on dyno... as far as I know...but not 100% so friday when I go I ll give an update....I am going to keep eye on it make sure the clip is holding.
still doesnt explain tq/hp # so low
kinda would explain my low mph
I just dont understand how it got that way I didnt touch it...maybe just a freak thing...
10-02-2008, 12:27 AM
#74
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any updates? i have a slightly bigger cam than you and i put down 370 rwhp on a mustang dyno....lol when i first went to the track i ran shitty because i kept bogging the launch with like a 2.3 60 ft, but ran a 13.1 at 110 mph, with a bad 3rd synchro. are you launching the car? you have to either launch it hard or stomp the gas at the green because it will bog in between. and if your tires hook hold on. but if not then you will jsut spin and slow you down.
10-02-2008, 07:32 AM
#75
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any updates? i have a slightly bigger cam than you and i put down 370 rwhp on a mustang dyno....lol when i first went to the track i ran shitty because i kept bogging the launch with like a 2.3 60 ft, but ran a 13.1 at 110 mph, with a bad 3rd synchro. are you launching the car? you have to either launch it hard or stomp the gas at the green because it will bog in between. and if your tires hook hold on. but if not then you will jsut spin and slow you down.
I put 364/345 on a dynojet
this will be my 1st run on mt...i had streets and have had nitto-both sucked
I tried launching but seems to feel better just nailed it...maybe i not at right rpm...what r u launchin at?
10-04-2008, 09:40 AM
#76
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MT at 16psi
1st run: bf let off at end to soon
.2978
1.9922
5.3733
8.1714
87.87
12.6618
105.12
2nd run: ME! best rt
.0471
1.8856
5.2225
7.9903
88.79
12.4133
111.88
3rd run:bf
.1233
1.9580
5.3238
8.1058
88.34
12.5536
111.25
4th last run:me best mph/et
.1780
1.9259
5.2586
8.0045
90.93
12.4147
112.53
Density Calc:
Density Altitude: 25 feet
Relative Density: 99.93 %
Correct your ET and MPH using the DA (Beta Testing)
Stock and Mildly Modified Naturally Aspirated Engines
12.448 @ 112.131 MPH
Extensively Modified Naturally Aspirated Engines
12.508 @ 111.841 MPH
Extensively Modified Supercharged and Turbocharged Engines
12.461 @ 112.119 MPH
What yall think? Better than it was, 60 still needs some work and think it has a few more mph...
1st run: bf let off at end to soon
.2978
1.9922
5.3733
8.1714
87.87
12.6618
105.12
2nd run: ME! best rt
.0471
1.8856
5.2225
7.9903
88.79
12.4133
111.88
3rd run:bf
.1233
1.9580
5.3238
8.1058
88.34
12.5536
111.25
4th last run:me best mph/et
.1780
1.9259
5.2586
8.0045
90.93
12.4147
112.53
Density Calc:
Density Altitude: 25 feet
Relative Density: 99.93 %
Correct your ET and MPH using the DA (Beta Testing)
Stock and Mildly Modified Naturally Aspirated Engines
12.448 @ 112.131 MPH
Extensively Modified Naturally Aspirated Engines
12.508 @ 111.841 MPH
Extensively Modified Supercharged and Turbocharged Engines
12.461 @ 112.119 MPH
What yall think? Better than it was, 60 still needs some work and think it has a few more mph...
10-04-2008, 12:23 PM
#77
Good runs, that looks a little more like it. Like you said though, the 60's still aren't where they should be with a your stall and tire. What is your launch technique?
You know you got good DA when corrected numbers are worse than the actual numbers. I hope Rockingham has air like that tonight.
And when available I would always let my GF run, due to her being 100 pounds lighter. It looks like you have a similar case (or you can just out drive him).
You know you got good DA when corrected numbers are worse than the actual numbers. I hope Rockingham has air like that tonight.
And when available I would always let my GF run, due to her being 100 pounds lighter. It looks like you have a similar case (or you can just out drive him).
10-04-2008, 12:58 PM
#78
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We are about equal in driving i know the car better being i dd it and that i am about 60lbs lighter o n i dont get caught doing stupid thing drivining lol
Last night we went in box spun pulled out and burned til it dropped rpm some in 1st gear and launched at 2500rpm
does that sound good?
Last night we went in box spun pulled out and burned til it dropped rpm some in 1st gear and launched at 2500rpm
does that sound good?
10-04-2008, 01:08 PM
#79
On a night when you can get more runs, I would try playing with it. And most do well just leaving barely above idle. Mine does best at 900-1000 though I have a stock stall. Still start at idle and work your way up in 500 rpm increments. When you find one that works better then start playing with the rpms in that general area. a few hundred rpms make a big difference.
10-05-2008, 10:58 PM
#80
i still think those numbers sound low. I was runnin a 98 with LS6 intake Kooks LT Headers ASP Pulley 160* T-Stat LS6 oil Pump Comp cams Lifters Crane Dual Springs Titanium Retainers hardened Pushrods Borla Cat-back and put down 335/355tq after a tune. not even mentioning the 133k miles i had when it was dynod... good luck
The car trapped 112 Friday night and ran a 12.4 with a 1.9 60'. A 1.5-1.6 second 60' should put the car in the 11s. Other than the 60', I don't see a lot that is wrong here.
The car sounded good moving down the track Friday night Tiffany.