This Thread will be focused on Maximizing (within reason) Driveline Efficiency by reducing Parasitic Loss in my 1999 C5, prior to having my DLRE Custom 396" Engine installed and then dyno'd all on the same Dyno.

The current original engine has 151K miles. It runs excellent & has 19-21 PSI Hot Idle & 48+ PSI @6000+ RPM using AMSOIL Signature Series 0W-30 since purchasing in 2007 with 124K miles (I know I need to drive it more..I will). Original Driveline (I think original/prior owner may have changed a clutch); AMSOIL Torque Drive ATF & 75/90 Severe Diff Fluid with Track Loss Friction Modifier.

MODS:

Vara Ram Intake & Duct/Coupler connected to a
Tony Mamo-ported LS2 90MM TB, & FAST 92 Intake Manifold.
Completely Stock Long Block
ARH 1 7/8" LTs & Catted X, into a
Borla XR1 Merge Muffler in the Center Tunnel
Finally Into Borla Stingers out the rear with
only TWO 4" Tips (Personal Aesthetic Judgment) LOL!

All Dyno runs will be at Ditos Motors in South SF on their Super Flow WinDyn V3.2 Wheel Dyno.
Matt of GP Tuning tunes many of the top LS builds in the SF Bay Area on this DYNO!

Engine was run from 2600-6100 RPM & Made: 365 RWHP @5700 RPM, 359 @ 6100 RPM & 368 lb ft @ 4800 RPM, 335 @ 3000 RPM





The Driveline test will be run in the same range with the Delta Focus on 3000-6000 RPM.

The Driveline Mods are as follows:
MAMOFIED RPS BC2 Lightened Clutch 24 lbs lighter than OEM
Abel Chevrolet in Rio Vista, CA rebuilt & upgraded the T56 Transmission & 3 Rib Z06 Housing with Eaton Billet Aluminum LSD 6 lbs lighter than OEM.
Weddle Industries in Goleta/Santa Barbara CA R.E.M. Polished Ring & Pinion Gear along with T56 Shafts & Gears.

I am hoping to see +18-21 RWHP @ Peak, +12-15 lb ft @ Peak with ~70% of peak gains from 3000-6000 RPM.

Post Install Dyno within 2 weeks hopefully.

 

place holder 1 until i get text & photos up

 

place holder 2 for text & REM Polish Photos

 

This will be interesting. I think a lot of my gains in my Bolt on ls1 setup cam from drive train efficiency

 

I love this game. I use:

lightweight wheels
lightweight driveshaft
"" flexplate
"" rotors

then,
new wheels bearings, new alignment components, rubbers
clean and lubricate brake hardware
low resistance tires


perfect alignment,

then for the finishing touch, enable cruise control @ 60mph, 70, 80, 90
and find the optimal timing and tire pressure by logging:
injector duty cycle, engine vacuum

lowest injector duty cycle at each speed is generally best economy. engine vacuum is used to calculate injector flow rate, since often the ideal cruising speed/best MPG isn't the same as the best (highest) engine vacuum point.

 

subbed

 

REM polished ring and pinion here, hoping for small gains from reduced friction of the gear's mirror chrome finish compared to dull mat finish of Motives gears when new. Very interested to see the A-B comparison here with Dan's C5.

 

Ditto. I also found them to be quieter with the polishing

Also, OP, a few other items you may want to figure in:

1. lighter rotors
2. Don't forget your front bearings -- they won't show up on the dyno, but at the track, it's rolling resistance.

 

Can't wait to see the results!

 

Can't wait to see the results of this...should be really neat.

 

On the C5 driveline what are the half shafts in the rear end? Carbon fiber ones might reduce a little rotating mass.

I know on the older C3's there is an improvement that can be made.

 

What is STP Corrected Horsepower, an how does it's numbers compare to both SAE & STD HP numbers, Higher or Lower compare to each of them?

STD higher than SAE Numbers.

 

Good Question, I will ask the Shop/Dyno Owner, as well as the Tuner
Tomorrow.

 

Ask for SAE corrected numbers. For me it has the best weather correction factor. SAE correction is use by Auto manufactures for their engine's numbers.

See too many that want their graphs to be plotted as STD or Non corrected if they produce the highest numbers. It's a bragging thing...LOL Same goes for some Turners an engine builder too.

 

In for results...

Andrew

 

Subscribed. Always wanted to see someone try this.

 

Did you seriously list your fluids at a mod? What kinda bullshit are you trying to pull here?!

I am joking of course. Parasitic losses from fluids is a very real thing - contrary to what LS1Tech will have you believe. I love Amsoil too.

 

My Tuner (for after the 396" Install) Matt @ GP Tuning, he does
Many of the Big LS HP Tunes in the SF Bay Area says the STP
Numbers are within 1 % of Dyno Jet STD Corrected #s.
Recent example 625 RWHP Here VS 620 RWHP on a corrected
Dyno Jet. Correction factor typically .99-1.01,
elevation is ~75' above sea level.
More concerned with the changes then absolute #s for this
Round of testing.

 

CV/Halfshafts are OE Steel, was recommended not to upgrade and
Treat as a fuse, cheaper and easier then replacing a broken trans or diff.
CF is available for driveshaft inside torque tube, not aware of CF
CV/Halfshafts. Out put shaft from Eaton LSD are 300M for short &
Long sides and are included with Eaton LSD making for a very
Good Deal for the package.

 

Would love to to TBM The BrakeMan Scalloped & Convoluted Rotors,
Absolutely awesome looks & Incredibly Light.
Way to spendy at this time unfortunately.

Bearings for the C5 are sealed hubs all 4 corners and not able to
Coat or treat, that would have been beneficial.