New Engine Dyno Numbers need help
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Posts: 648
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From: Charlotte, NC
New Engine Dyno Numbers need help These numbers are from my engine Dyno pull
Motor consist of 427 C5-R with ATI procharger D-1SC running 10lbs of boost at 5000 and up. I would really like to know are these numbers where they should be or are they low for this kind of setup. Any suggestions would be great.
Other info includes
Electric Water Pump
LS6 Heads Ported, Mohawk Jesel 1.7 Shaft Rockers
Long Tube Headers
232/242 .600/.600 LS 115
55# injectors
TQ HP
3500 694.2 462.6
3600 692.9 475.0
3700 711.8 501.4
3800 726.4 525.6
3900 734.5 545.4
4000 742.0 565.1
4100 731.4 570.9
4200 732.6 585.8
4300 738.9 604.9
4400 737.9 618.2
4500 741.2 635.1
4600 746.3 653.7
4700 748.6 669.9
4800 737.3 673.9
4900 735.7 686.4
5000 730.7 695.6
5100 716.1 695.3
5200 704.6 697.6
5300 697.7 704.1
5400 686.2 705.5
5500 676.1 708.0
5600 667.8 712.0
5700 646.2 701.3
5800 636.8 703.2
5900 625.5 702.7
6000 603.0 688.9
Thanks
Bryan
Motor consist of 427 C5-R with ATI procharger D-1SC running 10lbs of boost at 5000 and up. I would really like to know are these numbers where they should be or are they low for this kind of setup. Any suggestions would be great.
Other info includes
Electric Water Pump
LS6 Heads Ported, Mohawk Jesel 1.7 Shaft Rockers
Long Tube Headers
232/242 .600/.600 LS 115
55# injectors
TQ HP
3500 694.2 462.6
3600 692.9 475.0
3700 711.8 501.4
3800 726.4 525.6
3900 734.5 545.4
4000 742.0 565.1
4100 731.4 570.9
4200 732.6 585.8
4300 738.9 604.9
4400 737.9 618.2
4500 741.2 635.1
4600 746.3 653.7
4700 748.6 669.9
4800 737.3 673.9
4900 735.7 686.4
5000 730.7 695.6
5100 716.1 695.3
5200 704.6 697.6
5300 697.7 704.1
5400 686.2 705.5
5500 676.1 708.0
5600 667.8 712.0
5700 646.2 701.3
5800 636.8 703.2
5900 625.5 702.7
6000 603.0 688.9
Thanks
Bryan
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Joined: Jun 2002
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I have a 346 with 15 psi and I make 600 Rear wheel wit an F1. those # seam a bit low to me....whats the trany and rear and gear you are running? what size tire? and I would have done the lift on the cam a bit different giving the exhaust a bit more lift...
Originally Posted by Bryan Wilkinson
These numbers are from my engine Dyno pull
a 427 with 10psi should be closer to 800 assuming large parasitics from the blower, that's FLYWHEEL.
That's why i asked if it was really an engine dyno.
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I think the numbers seem low for a max power setup, but this setup looks to be designed to make awesome low end and max out the blower speed early. With the cam he's running, I bet the engine sounds stock as it is small for a 427. He's making 700 tq at 3700 and peaking at 4700; peak hp is at 5600 rpm. Not bad, even if on a engine dyno, but for more power he is gonna need more blower and probably more cam to spin the engine past 6k.
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From: Charlotte, NC
Responses It is indeed real engine dyno numbers. I also would tend to agree that the D-1SC is not enough, and the F1-R would be better suited for this task. I am really concerned more about the heads.
I would assume that in this application better the best flowing heads especially on the exhaust side would make an impromovment, then move the cam to something like 236/236 ,600/.600 114 LS. Arrocding to the dyno, it made 10PSI at 5000 and stayed steady. This is using the prototype 8 Rib setup for an F-Body with a 3.40 pulley from ATI. Because of the displacement I dont believe the the D-1SC is enough, so my D-1SC head unit is for sale I guess.
The other important note is I believe compression may be lower that I what I wanted. Pistons were cut with a -20cc dish, and there was a 73cc chamber in the LS6 heads before the heads were cut to match the bore hole in the block. So I am probably up to 74 or 75cc. This setup is using the 6.0 truck ignition coils.
With a Mark Williams 9" rear end, Carbon Fiber Driveshaft and Aluminum Flywheel I am expecting drivetrain losses anywhere from 15-17 percent. No one that I have talked to can really say, so a RW Dyno is the only thing I can do to tell.
If there is anyone no the forum who responded to this thread, that has experimented with heads, I would really like to know what the out come was. This car is being setup to be driven on the street everday, regardless of the power, Custom wheels are being built so that I can get some rubber down, and this car will have to pass emissions. I dont think that will be a problem as they just to an ODBII check.
Please make comments
Thanks
Bryan
I would assume that in this application better the best flowing heads especially on the exhaust side would make an impromovment, then move the cam to something like 236/236 ,600/.600 114 LS. Arrocding to the dyno, it made 10PSI at 5000 and stayed steady. This is using the prototype 8 Rib setup for an F-Body with a 3.40 pulley from ATI. Because of the displacement I dont believe the the D-1SC is enough, so my D-1SC head unit is for sale I guess.
The other important note is I believe compression may be lower that I what I wanted. Pistons were cut with a -20cc dish, and there was a 73cc chamber in the LS6 heads before the heads were cut to match the bore hole in the block. So I am probably up to 74 or 75cc. This setup is using the 6.0 truck ignition coils.
With a Mark Williams 9" rear end, Carbon Fiber Driveshaft and Aluminum Flywheel I am expecting drivetrain losses anywhere from 15-17 percent. No one that I have talked to can really say, so a RW Dyno is the only thing I can do to tell.
If there is anyone no the forum who responded to this thread, that has experimented with heads, I would really like to know what the out come was. This car is being setup to be driven on the street everday, regardless of the power, Custom wheels are being built so that I can get some rubber down, and this car will have to pass emissions. I dont think that will be a problem as they just to an ODBII check.
Please make comments
Thanks
Bryan
Might want to talk with Kurt Urban at Wheel to Wheel performance. He posts here as "427" and you can send him a private message. He built Ronnie Duke's C5R Procharged 8.5 second car. He may have some insight for you.
His contact info is here: https://ls1tech.com/forums/member.php?u=12121
His contact info is here: https://ls1tech.com/forums/member.php?u=12121
Dyno numbers
Originally Posted by Bryan Wilkinson
These numbers are from my engine Dyno pull
Motor consist of 427 C5-R with ATI procharger D-1SC running 10lbs of boost at 5000 and up. I would really like to know are these numbers where they should be or are they low for this kind of setup. Any suggestions would be great.
Other info includes
Electric Water Pump
LS6 Heads Ported, Mohawk Jesel 1.7 Shaft Rockers
Long Tube Headers
232/242 .600/.600 LS 115
55# injectors
TQ HP
3500 694.2 462.6
3600 692.9 475.0
3700 711.8 501.4
3800 726.4 525.6
3900 734.5 545.4
4000 742.0 565.1
4100 731.4 570.9
4200 732.6 585.8
4300 738.9 604.9
4400 737.9 618.2
4500 741.2 635.1
4600 746.3 653.7
4700 748.6 669.9
4800 737.3 673.9
4900 735.7 686.4
5000 730.7 695.6
5100 716.1 695.3
5200 704.6 697.6
5300 697.7 704.1
5400 686.2 705.5
5500 676.1 708.0
5600 667.8 712.0
5700 646.2 701.3
5800 636.8 703.2
5900 625.5 702.7
6000 603.0 688.9
Thanks
Bryan
Motor consist of 427 C5-R with ATI procharger D-1SC running 10lbs of boost at 5000 and up. I would really like to know are these numbers where they should be or are they low for this kind of setup. Any suggestions would be great.
Other info includes
Electric Water Pump
LS6 Heads Ported, Mohawk Jesel 1.7 Shaft Rockers
Long Tube Headers
232/242 .600/.600 LS 115
55# injectors
TQ HP
3500 694.2 462.6
3600 692.9 475.0
3700 711.8 501.4
3800 726.4 525.6
3900 734.5 545.4
4000 742.0 565.1
4100 731.4 570.9
4200 732.6 585.8
4300 738.9 604.9
4400 737.9 618.2
4500 741.2 635.1
4600 746.3 653.7
4700 748.6 669.9
4800 737.3 673.9
4900 735.7 686.4
5000 730.7 695.6
5100 716.1 695.3
5200 704.6 697.6
5300 697.7 704.1
5400 686.2 705.5
5500 676.1 708.0
5600 667.8 712.0
5700 646.2 701.3
5800 636.8 703.2
5900 625.5 702.7
6000 603.0 688.9
Thanks
Bryan
However I did recently run a 408 with LS1 cyl heads ported, hyd cam and D1SC blower. If your boost stays steady above 5000 then I believe your belt was slipping. These numbers were with a 7.750 lower pulley and a 4.00 on blower.
RPM TQ HP BOOST
2500 487 232 2.2
2600 500 247 2.4
2700 509 261 2.6
2800 520 277 2.8
2900 533 294 3.
3000 544 310 3.2
3100 553 326 3.5
3200 563 343 3.7
3300 578 363 3.9
3400 593 384 4.2
3500 612 407 4.4
3600 631 432 4.6
3700 647 456 4.9
3800 664 480 5.1
3900 681 505 5.4
4000 691 527 5.6
4100 706 551 5.9
4200 721 576 6.2
4300 734 601 6.4
4400 745 624 6.7
4500 752 644 6.9
4600 757 663 7.2
4700 761 681 7.5
4800 771 704 7.8
4900 779 727 8.2
5000 787 749 8.5
5100 792 769 8.8
5200 793 785 9.1
5300 785 792 9.4
5400 767 788 9.6
5500 748 783 9.9
5600 737 786 10.2
5700 730 792 10.4
5800 724 800 10.7
5900 721 810 10.9
6000 712 814 11.1
These numbers are at 11.58 average air fuel with 21 degrees timing. They are std corrected to 60 degrees, 29.92
Wow that was alot of typing!
Kurt
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Joined: Jul 2002
Posts: 1,426
Likes: 0
From: Beaver Falls, PA
Originally Posted by scott ws6
belt has to be slipping because supercharger boost is relevent to RPM, I make 13 psi at 5000 and 16 at when I shift.
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Joined: Nov 2001
Posts: 3,048
Likes: 12
From: Raleigh, NC
I'm not surprised by your numbers. You'd need more injector and other fuel components to support more RWHP anyway, and the big cubes are going to give you big RWTQ... and down low.
I think the power is awesome. Don't feel bad. Over 712 RWHP and 750 RWTQ running only 10 PSI of boost is fine. WHAT can these guys be talking about? I think your RWHP will be more if you figure out your possible belt slippage issue, but you should already be, what? Low 10's or better?
I think the power is awesome. Don't feel bad. Over 712 RWHP and 750 RWTQ running only 10 PSI of boost is fine. WHAT can these guys be talking about? I think your RWHP will be more if you figure out your possible belt slippage issue, but you should already be, what? Low 10's or better?