helicoil

iTrader: (104)

Stock LS1 lower end, A4 with 3400 Yank, Ford 9" with 3.70 gear, Kooks 1 7/8" tubes and their catted Y, 224/230 Comp XE-R 114lsa installed at a 113 ICL, ported FAST 90, .040" Cometics and 62cc AFR 205's, NW 90 throttle body, SLP underdrive pulley, Magnaflow cat-back.

SAE correction 1.02
Run conditions 94 F, 29.32" Hg Baro, 13% humidity

It made 401 RWHP/ 366 RWTQ. Is this about right? I am certain I have seen higher results from others. Maybe they were 6-spds and 10 bolt rear...??

Will this put me in the 11's in my 00 SS stock weight with MT ET radials and a BMR torque arm with the lower lca mounts and no front sway bar.

There is a hiccup around 5800-5900 RPM in the pull that was there in several pulls. The tuner changed A/F here a couple of times without the graph reacting. Timing also was changed in this area with no real impact. Does anyone have any thoughts what it may be. Knock retard was monitored and did not exist.

The graph is attached.

Thanks for your input.

Well after changing valve springs and the torque converter the car went 11.51 and 11.55 shifting at 6100 RPM, next time shift points will be higher! Even though it should have made more on the dyno it didn't damper the track performance.
Post added.

Slowhawk

iTrader: (12)

Looks like it was going to make more hp without the hiccup. The graph looks like valve float or possibly too long of a pushrod is being used.

TryingT/A

iTrader: (5)

yeah hippupcs suck. Ur numbers do seem a bit low but you are losing a bit a bit of hp through the a4 and 9"

30th t/a

iTrader: (51)

seems low IMO. my buddy made 397rwhp with that cam, Stock 02 heads, LS6 intake, 3600 stall, Stock 10 bolt, LT's & GMMG...do a search on "Onyx_rock"...thats him

helicoil

iTrader: (104)

Had that same thought.....I set my valve spring (Patriot gold) to within .050" of coil bind. This gave me 145lbs on the seat and 350-360 lbs open. I preloaded the lifter about .075" and am running a 7.350" push rod. My heads were milled .038" with a .040" Cometic.

Engine is quiet.

I just got it home a couple hours ago and haven't ran it wide open on the road yet to see if can feel what the graph shows. I trailered the car to the dyno shop.


I don't have any real miles on it yet, about 30 or so after getting it all back together.

helicoil

iTrader: (104)

I'll search it. thanks!
The tuner has my timing at 24 degrees from about 4200 on from what I remember. Didn't know if he ws playing it conservative here or not?

Anyone experienced tuners have thoughts on this number? I would have liked to see what it would have done a bit higher.

edcmat-l1

iTrader: (10)

Did he run it with the 'verter locked? If not that may be the nose over at the top.
As for the timing, it may not make anymore with more timing in it. I've seen em not make much more going from 24 to 28. Then again I've seen 3-4 degrees make damn near 30 HP. But thats an extreme case.
Looking better at your graph, the pull starts pretty high in the RPMs, and it humps right when he hit it, indicating the converter flashed. Looks like it was run unlocked. Run it locked and the nose over at the top will probably go away. Not to mention it will make a much better number.

john563

iTrader: (17)

i say its a tad low,but not much.considering you have a 9inch.If you had a 10 bolt you can add about 15rwhp.I'm an A4 myself,but with a stock 10 bolt. I'm heads and cam and ported fast90/90(no pulley).I put down 417 rwhp 407rwt.My heads are TSP stage 2.5 5.3 heads,Tr224/112 cam

helicoil

iTrader: (104)

Hmmm. Makes good sense. I do recall him commenting about the timing that 24 was right around the sweet spot. That was one of his first adjustments after setting the injector tables and making some VE corrections. More down low and less up top.......

No, the converter was not locked, that maybe the difference from what I see when comparing mine to others on the site. And that is a good explanation of the graph. He has tuned a fair amount of LS engines, I would have thought he would have seen it before, but acted like he had not and seemed a little baffled. Maybe it is a characteristic of the converter I have in it....

I have read posts about converter locking before on this site. Why do people do this on the dyno pulls? Is the converter clutch locked at WOT anyway when driving the car? I thought this was for light loads/cruise only. Do tuners lock it just for the peak number aspect?

The track should tell me the story.

edcmat-l1

iTrader: (10)

The main reason people lock converters on a dyno is because they are HP sponges. Locking them takes them out of the equation, and give results that are more similar to a clutch car.
Converters do just what is evident in your graph. They give high torque humps or spikes when they flash, and they soak up the hp up top.
I wouldnt be surprised to see a 20 hp+ increase with it locked.
you can also make pulls from a lower rpm if you lock em in 3rd and lock the converter. This gives good lower end torque readings. I lock em up and in 3rd and run em from about 2500.

slimcracka

iTrader: (7)

a buddy of mine had the same setup jus about (230\230) and did 400 threw a th350 so your about right...dont worry about dyno #s and graphs...take it to the track and see what she does!

helicoil

iTrader: (104)

O.K. good info.

allngn_c5

iTrader: (3)

I have to echo what others have said. The a4 and 9 inch do eat some of the numbers. Go back after putting a few miles on her and re dyno with the converter locked. I'd expect to see you making 415 rwhp looking at your setup. Get that timing advanced to 28*'s. LS1's love 28 with good fuel.

Out of curiosity why didn't you mill to 59 cc's for the extra compression?? You'd have definately saw more hp/torque then. Were you concernced with PTV clearance ??

WOTFMAN

iTrader: (3)

afr milled .038 .might be 59cc and afr heads take more timing than most other ls1 heads
on a engine dyno i have seen 347 with afr 205 need 34* of timing to make best
power so take 2* out for the car and try that .

Black X

iTrader: (9)

I had a very similar hiccup in my original graph which turned out to be the wrong length of pushrod. I had a 7.350 and needed a 7.4"

vettenuts

iTrader: (4)

Looks like a valve train problem to me, go back and check the wipe first then verify pushrod length. What valve springs are being used and are they up to task (seat pressure, open pressure, etc.)?

gruntwork

iTrader: (2)

Those numbers sound reasonable, maybe a tad low. That 9 inch is takin up a little more power than a 10 bolt. If I had a 9 inch I prolly wouldn't have touched 400rw.

gts500

seems a bit low but good number anyway

helicoil

iTrader: (104)

Read #5

helicoil

iTrader: (104)

Wow! I always thought the AFR head had more of an efficient combustion chamber design than a stock LS1 head and required less timing.

These heads were off my 403 (LS2) and I had opened them up to a 4.005" bore in the chambers which is why they only measure 62cc's after a .038" mill.

I am going to dragstrip it and see if I hit my goal of an 11.70-11.80, after that I can experiment with some more timing. On the last couple pulls I did notice that there was between 1-2* Knock retard during the high end of the pull, so I am not sure how much more it will stand on the 93 octane