411/367 on a Mustang Dyno.
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411/367 on a Mustang Dyno. Props to Kaltech Tuning and Performance in Deer Park, NY for hosting our first dyno day of the year.
I pulled 411 RWHP, 367 RWTq on the mustang dyno. Power kept climbing all the way to 6700 before peaking. Air/fuel was at a solid 13.1:1 even though I was hoping for a little bit leaner. Spark was a full 28* with 0 knock. Made great torque everywhere. Made 300 Ft Lbs just a tick past 3K RPM. Ill try and get a graph up soon.
I pulled 411 RWHP, 367 RWTq on the mustang dyno. Power kept climbing all the way to 6700 before peaking. Air/fuel was at a solid 13.1:1 even though I was hoping for a little bit leaner. Spark was a full 28* with 0 knock. Made great torque everywhere. Made 300 Ft Lbs just a tick past 3K RPM. Ill try and get a graph up soon.
Hope you mean richer, I wouldnt want to be past 13:1:1 at all. Nice numbers. How are you liking that cam with those heads? I had the same cam, but never got around to changing my 98 stock heads out. I could only manage a 12.9 @ 112 on street tires, 375/364 before changing to the ls6 intake. 4.10's as well, 6spd.
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Hope you mean richer, I wouldnt want to be past 13:1:1 at all. Nice numbers. How are you liking that cam with those heads? I had the same cam, but never got around to changing my 98 stock heads out. I could only manage a 12.9 @ 112 on street tires, 375/364 before changing to the ls6 intake. 4.10's as well, 6spd.
Head and cam combo is great. The compression really makes all the difference in the world as far as torque and drivability. The combination of the 2* advance and the ported LS6 intake really let this thing spin up high. It peaks 300 - 400 RPM higher than a similar car with the same cam on a +4, and a FAST 90/90. The way the graph looks, spinning to anything less than 7K is leaving something on the table.
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Mustang dynos routinely produce numbers 5% to 10% lower than dynojet numbers, due to the resistance of an eddy current dyno, where as the dynojet relies on the acceleration of the drums inertia alone. Some publications even claim 12% or 14% difference, but that would equate to 460+ on a dynojet, which I doubt is possible through tuning.
Last edited by GuitsBoy; Feb 4, 2008 at 02:09 PM.
even on a mustang dyno i think you shoulda been higher.... the tq seems really low esp since you have a M6.
also optimal AF is around 12.8 where youll see the most power as compared to 13.5.
jmo
brandon
also optimal AF is around 12.8 where youll see the most power as compared to 13.5.
jmo
brandon
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The link in my sig shows a pretty broad torque curve, and that was on a tune missing 3* of timing through out the torque peak.
12.8 has not been where my car sees the most power. Torque perhaps. I run it about 12.8 @ 25* at torque peak, but then lean it out on the top end and advance to 28*. It looks like it might take some more timing too.
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13.5 is definitely a little risky but if it makes good power and you feel that it is safe then leave it there. IMO anything more than 28* is way too much timing but I'm sure you know what works for your setup. Good luck.
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Thanks guys...
I dont have before and after numbers, but on one pull last summer, i had about 1 degree of knock, and it caused a noticeable drop in my graph. So I figure ill keep it at the full 28. I might try for a little more if i rent some dyno time.
As for another cam, i havnt really thought of it... I only switched to this one out of necessity. I gotta decide what my long term plans are for the car. Especially seeing as its over 115K now. Shoudl the need arise for a new cam, ill be by to pick your brain about specs.
Thanks again guys...
I dont have before and after numbers, but on one pull last summer, i had about 1 degree of knock, and it caused a noticeable drop in my graph. So I figure ill keep it at the full 28. I might try for a little more if i rent some dyno time.
As for another cam, i havnt really thought of it... I only switched to this one out of necessity. I gotta decide what my long term plans are for the car. Especially seeing as its over 115K now. Shoudl the need arise for a new cam, ill be by to pick your brain about specs.
Thanks again guys...
Im sorry, with a cam that large, and some heads, 11:1 cr ... and a manual through a 10 bolt. I was expecting more power and more torque and all the way at 6700 you were still climbing?
I think you should be making well over 450rwhp if you havent peaked past 6700 yet...
I think you should be making well over 450rwhp if you havent peaked past 6700 yet...
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M U S T A N G
D Y N O
D Y N O
Mustang dyno's routinely put down 5% - 10% lower numbers than the dynojet numbers everyone usually quotes. For reference, My dynojet numbers were 430/384 before the latest tuning, and were put down on a 90*+ blazingly hot day.
Even still, 450+ WHP on a torquer2 cam without a FAST intake isnt as common as you might think.
Congrats on the good #'s especially since your heads are DIY. My setup is similar to yours and I made less. I wonder if I played with my tune alittle more maybe I could squeeze a few more ponies out. Here is my setup:
93 Mazda RX-7
01 LS1, T56
30#fms injectors
LS6 intake, 241 heads stage 1 TEA Milled 0.030,
stock valves
Cometic 0.040 Head Gaskets
intake exhaust
.100 71.0 52.6
.200 136.4 109.2
.300 207.2 159.1
.400 249.1 203.8
.500 280.1 230.8
.550 288.5 239.2
.600 291.1 245.2
CAM- Futral F6 226/230 .575/.595 112lsa
ARP rod bolts, and stock TB.
LS2 timing chain, ASP UD pulley, SLP billet flywheel, RAM HD clutch
1 7/8 LT's 2.5in true dual exhaust with dynatech cats
93 Mazda RX-7
01 LS1, T56
30#fms injectors
LS6 intake, 241 heads stage 1 TEA Milled 0.030,
stock valves
Cometic 0.040 Head Gaskets
intake exhaust
.100 71.0 52.6
.200 136.4 109.2
.300 207.2 159.1
.400 249.1 203.8
.500 280.1 230.8
.550 288.5 239.2
.600 291.1 245.2
CAM- Futral F6 226/230 .575/.595 112lsa
ARP rod bolts, and stock TB.
LS2 timing chain, ASP UD pulley, SLP billet flywheel, RAM HD clutch
1 7/8 LT's 2.5in true dual exhaust with dynatech cats
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Those arent bad numbers at all, youve got a considerably smaller cam than I do. What was your A:F on the dyno? Have you considered going to a ported TB? Might be worth a couple ponies.
Here is a link to the first dyno sesion after the car was built.https://ls1tech.com/forums/showthrea...568&highlight=
Since then I added the injectors, ported TB and obviously re-adjusted the tune. It feels stronger but I will have to get it back on the dyno to know for sure.
Since then I added the injectors, ported TB and obviously re-adjusted the tune. It feels stronger but I will have to get it back on the dyno to know for sure.
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If the tailpipe dyno o2 sensorwas correct, the a/f looks really lean in the midrange. Youre supposed to be richest at torque max, yet youre at 14:1 at least. Way too lean.
If the permanent o2 sensor was correct, and you never went past 12.5, then you might be able to lean it out just a tad. Try richening to 12.5 @ torque peak, then lean out to 13.0 @ peak HP.
You should have some more control with the bigger injectors which should make the tune more consistent.
If the permanent o2 sensor was correct, and you never went past 12.5, then you might be able to lean it out just a tad. Try richening to 12.5 @ torque peak, then lean out to 13.0 @ peak HP.
You should have some more control with the bigger injectors which should make the tune more consistent.
Great job Tony
I was really impressed by the numbers you put down with your home ported heads with the stock valves. The mustang dyno with the correct settings ( not bs settings to increase numbers to sell a pkg or make someone feel good about there car ) is a real eye opener for most. Once again Very impressive.
I was really impressed by the numbers you put down with your home ported heads with the stock valves. The mustang dyno with the correct settings ( not bs settings to increase numbers to sell a pkg or make someone feel good about there car ) is a real eye opener for most. Once again Very impressive.