What kind of testing would you like to see?
What kind of testing would you like to see? I am considering running a car mostly for testing purposes. Hopefully I can give back a small amount of what I have gained from this community.
Assume:
A 4th Gen F-body capable of low 1.4 to high 1.3 short times
Stock performance LS1 with Rods/Pistons
Stock cam
Stock heads
etc.
Rods pistons etc. for testing durability only.
warmed over 4l60e
9in
Full suspension
Raceweight around 3k lbs
Starting with what is essentially a stock performance 98 Fbody motor what would you like to see tested. Part by part?
3-4 Different cams with similar specs specs on different lobes?
Different Gear ratios?
Converters with Different STRs?
A header test?
etc.
I'm looking for idea's here or to just see if people care at all.
let me know.
Assume:
A 4th Gen F-body capable of low 1.4 to high 1.3 short times
Stock performance LS1 with Rods/Pistons
Stock cam
Stock heads
etc.
Rods pistons etc. for testing durability only.
warmed over 4l60e
9in
Full suspension
Raceweight around 3k lbs
Starting with what is essentially a stock performance 98 Fbody motor what would you like to see tested. Part by part?
3-4 Different cams with similar specs specs on different lobes?
Different Gear ratios?
Converters with Different STRs?
A header test?
etc.
I'm looking for idea's here or to just see if people care at all.
let me know.
Myself and a few others would like to see this test.
Using a scopemeter/frequency meter, a wideband-O2, and scanning software that reports injector pulse-width and duty cycle
Run tests to show what exactly is happening at the injector at 85% 100% and 150% duty cycles.
The frequency meter should reflect actual pulse-width over time, and the time periods can be compared to engine speed, and the reported PW and DC from the scanning software. The WBO2 will show if fuel delivery actually increases beyond 100% DC, and to what extent.
It may be easier to run a stock or a 19 lb injector for the test. A smaller injector will be easier to send beyond 100% DC without causing a terrible flooding problem in the engine. For instance a 42 lb injector would drown most engines in fuel to the point of barely running at those DC's.
Does fueling stop at 100% DC like is predicted on paper?
How far can fueling actually increase with increased DC?
Does the PCM change fueling strategy as the RPM increases (sequential to batch fire)?
Is the injector ever operated in true static mode?
These answers will change how we think about tuning and injector sizing.
ref: https://ls1tech.com/forums/pcm-diagnostics-tuning/441394-sequential-batch-fire.html
Using a scopemeter/frequency meter, a wideband-O2, and scanning software that reports injector pulse-width and duty cycle
Run tests to show what exactly is happening at the injector at 85% 100% and 150% duty cycles.
The frequency meter should reflect actual pulse-width over time, and the time periods can be compared to engine speed, and the reported PW and DC from the scanning software. The WBO2 will show if fuel delivery actually increases beyond 100% DC, and to what extent.
It may be easier to run a stock or a 19 lb injector for the test. A smaller injector will be easier to send beyond 100% DC without causing a terrible flooding problem in the engine. For instance a 42 lb injector would drown most engines in fuel to the point of barely running at those DC's.
Does fueling stop at 100% DC like is predicted on paper?
How far can fueling actually increase with increased DC?
Does the PCM change fueling strategy as the RPM increases (sequential to batch fire)?
Is the injector ever operated in true static mode?
These answers will change how we think about tuning and injector sizing.
ref: https://ls1tech.com/forums/pcm-diagnostics-tuning/441394-sequential-batch-fire.html
TECH Resident
Joined: Dec 2004
Posts: 845
Likes: 0
From: K-W, Ontario
It would be interesting to know how much power is hiding from tuning,
and breathing restrictions alone.
Maybe for the initial tests, get a baseline and then play with intake and
cat-back. Take some tests with a tuned collector length minus the cat-back.
You could report back the values and costs associated with making that sort
of power increase.
Another nice test would be oil/lubricants. You could help justify MFG claims.
and breathing restrictions alone.
Maybe for the initial tests, get a baseline and then play with intake and
cat-back. Take some tests with a tuned collector length minus the cat-back.
You could report back the values and costs associated with making that sort
of power increase.
Another nice test would be oil/lubricants. You could help justify MFG claims.
Good ideas keep them coming.
Obviously I won't be able to do everything but I can probably get a good deal done if I do the right things in the proper sequence.
The two suggestions so far should be fairly easy to take care of.
Obviously I won't be able to do everything but I can probably get a good deal done if I do the right things in the proper sequence.
The two suggestions so far should be fairly easy to take care of.
Teching In
Joined: Oct 2004
Posts: 38
Likes: 0
I would like to see a few cam changes - with everything else about the car the same. Like for instance whatever duration you think you want to run is fine, how about one cam at that duration and lift with a 112 LSA, and then the same daang cam in every way, in the same car, with a 116. I want short times, ET, trap speed, vacuum at idle, the whole enchilada.
Drive them both around town for a couple weeks, whatever. Once the car is close I would _REALLY_ like to see what happens when you make little tiny changes in cam specs.
Thanks for asking,
Scott
Drive them both around town for a couple weeks, whatever. Once the car is close I would _REALLY_ like to see what happens when you make little tiny changes in cam specs.
Thanks for asking,
Scott
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Please test the new ET Performance smallbore 347 LS7 style head with the GM LS7 composit intake manifold. Because our current LS6 style intakes and ports are our biggest restriction.
Last edited by gollum; Jan 26, 2006 at 02:33 PM.
i would like to see cam comparisons. such as leaving the lift/duration the same, but changing the lsa and lobes.
i REALLY want to see a 240s duration/+.600 lift cam on a 108 lsa comparing lobes only, as i am trying to generate a huge custom grind, but no one has any info on a cam using a 108 lsa.
i REALLY want to see a 240s duration/+.600 lift cam on a 108 lsa comparing lobes only, as i am trying to generate a huge custom grind, but no one has any info on a cam using a 108 lsa.
Originally Posted by jshiver
I would like to see the diffences in rear gearing...maybe from 3.73 to 4.11 (or the 9" ratio equivalent)
well, i can help you with that one. in a ten bolt though.
a cam comparo would be a real good one.
say:
#1
224/228 .570/.590 LSA 112
228/228 .590/.590 LSA 112
228/224 .590/.570 LSA 112
#2
224/228 .570/.590 LSA 110
224/228 .570/.590 LSA 112
224/228 .570/.590 LSA 114
just some random numbers i used.
say:
#1
224/228 .570/.590 LSA 112
228/228 .590/.590 LSA 112
228/224 .590/.570 LSA 112
#2
224/228 .570/.590 LSA 110
224/228 .570/.590 LSA 112
224/228 .570/.590 LSA 114
just some random numbers i used.
I like the idea of exhaust tuning via Vizards terminator boxes (different collector lengths with the terminator boxes and mufflers capable of 2.2 cfm/hp total flow) as I think this is something that the street guy can really take advantage of. Preferably without catalitic converters as this starts introducing too many variables I think. Any of the other ideas would be very interesting as well too however!
TECH Enthusiast
Joined: Nov 2004
Posts: 600
Likes: 0
From: Coppell,TX
Run a straight durability test of a new long block from one of the sponsors. 6000rpm till break after the sponsor reccomend break-in period.
or
See when valve float occurs with different spring sets.
another idea
find the cylinder pressure at which stock head bolts lift. ARP studs and 1/2 studs from W2W.
or
See when valve float occurs with different spring sets.
another idea
find the cylinder pressure at which stock head bolts lift. ARP studs and 1/2 studs from W2W.
Also, would love to see some testing of the grooving in squish areas of head/piston combinations with a lot of squish area. Check out this link for more details.
http://speedtalk.com/forum/viewtopic.php?t=1396
After reading through this thread and hearing of some of the latest nascar pistons i'd have to guess that the opening of a pathway for flame travel through the piston squish/head squish areas is what is responsible for this supposedly increase of fuel eceonomy, driveability, and power, as reported qualatatively by some in this thread. It would be nice to have quantitative numbers on this though.
http://speedtalk.com/forum/viewtopic.php?t=1396
After reading through this thread and hearing of some of the latest nascar pistons i'd have to guess that the opening of a pathway for flame travel through the piston squish/head squish areas is what is responsible for this supposedly increase of fuel eceonomy, driveability, and power, as reported qualatatively by some in this thread. It would be nice to have quantitative numbers on this though.
I am keen on testing different lobes. This will almost certainly be done. I am also interested in testing combustion chamber and piston crown modifications. The parts for the engine are on the way right now.Machining will begin as soon as all parts have arrived. When complete I will post every pertinent spec on the engine as assembled.
Unfortunately, I probably will not be durability testing sponsors engines. Breaking another companies product and then telling everyone on a forum about it is seen by some as "bashing" and is generally considered bad business. I own a shop myself and think alot of the sponsors on this forum are good companies. My company has it's own little niche to fill and I woudl rather not do anything to stir up bad blood. even if that is not my intention.
Thanks for the suggestions. Please keep them coming I am keeping an eye on this thread and making plans for the testing right now.
Unfortunately, I probably will not be durability testing sponsors engines. Breaking another companies product and then telling everyone on a forum about it is seen by some as "bashing" and is generally considered bad business. I own a shop myself and think alot of the sponsors on this forum are good companies. My company has it's own little niche to fill and I woudl rather not do anything to stir up bad blood. even if that is not my intention.
Thanks for the suggestions. Please keep them coming I am keeping an eye on this thread and making plans for the testing right now.
Is there anyway that you could aproach some of the sponsors, say maybe Kooks, QTP, Stainless works, Hooker etc. to do a comparison of headers. I would like to see a standard 1 3/4 header compared to a stepped design.
Originally Posted by Orange Juice
Is there anyway that you could aproach some of the sponsors, say maybe Kooks, QTP, Stainless works, Hooker etc. to do a comparison of headers. I would like to see a standard 1 3/4 header compared to a stepped design.
You'll have to understand that a test of this nature would only prove what is best for that particular combination and would not be terribly relevant when comparing the engine I'll be using for testing to one with radically different specs.
Launching!
Joined: Jul 2004
Posts: 204
Likes: 0
From: Arizona.
A test to see which lid is the best!
Kidding. So Kidding.
Anyway. I would love to see how Water injection might help the performance in a high rev application along with all this new development in flame front stuff. I doubt anyone else really cares though LOL.
Kidding. So Kidding.
Anyway. I would love to see how Water injection might help the performance in a high rev application along with all this new development in flame front stuff. I doubt anyone else really cares though LOL.
