DYNO Comparisons Focused on Driveline Efficiency
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DYNO Comparisons Focused on Driveline Efficiency
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.
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.
Last edited by NAVYBLUE210; 09-10-2017 at 08:51 PM.
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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.
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.
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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.
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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.
#14
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.
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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.
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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.
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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.