402 F1C results. 8 rib belt
10-24-2009, 09:38 PM
#1
402 F1C results. 8 rib belt After battling bugs with the car for the past year, looks like its good now. I'll post the dyno sheets after I scan them..It was done on a Mustang dyno. Final numbers with methanol injection and 93 pump gas are: 785rwhp and 908 ftlbs torque. Max boost was about 18.5 as logged via BS3. The dyno logged a max boost of 19.7, but we are going by what BS3 saw. Tuner didn't want to go too agressive with the pump gas and methanol tune, so we mixed 1 gallon of C16 with about 4 gallons of 93 pump gas and he bumped the timing up 1 degree to 17.5 and we ended up with 808.3rwhp and 909.7 ft-lbs torque. A couple of dyno pulls earlier it saw 925ftlbs of torque but he ended up leaning it out a little after that. He said the car would of made alot more power on C16 than the pump gas/meth tune, but I am more than happy with the current results.
Here is some info on the build
TH400 with LOOSE converter. 9" rear end..
402 LS2, ETP 245 heads, Ported JR Vic with 4150TB and carb hat. F1C blower with SDCE bracket. Blower is pullied to be just about maxed with maybe 500-1000 blower rpm to go. Compression on the motor is about 9.8:1-10.0:1. The final tune is prety safe. The sparkplugs where showing that they could of used more timing but he didn't want to go too aggressive on a street car.
The same setup dynoed 690rwhp on a dynojet last year..
Only changes where: heads where milled to raise the compression, intake got ported, removed intakelbows.com elbow and used a 4150TB, cam swap, and swapped from Kooks to ARH headers. Also the timing mark was off by a couple of degrees last year, so I'm sure that contributed to the low numbers as well. I feel the changes where well worth it as the car picked up 200rwhp with some minor changes to the setup and fixing a couple of bugs. ..Might hit up the track tommorow if it isn't raining.
Here are a couple of pics of the engine bay.
Here is some info on the build
TH400 with LOOSE converter. 9" rear end..
402 LS2, ETP 245 heads, Ported JR Vic with 4150TB and carb hat. F1C blower with SDCE bracket. Blower is pullied to be just about maxed with maybe 500-1000 blower rpm to go. Compression on the motor is about 9.8:1-10.0:1. The final tune is prety safe. The sparkplugs where showing that they could of used more timing but he didn't want to go too aggressive on a street car.
The same setup dynoed 690rwhp on a dynojet last year..
Only changes where: heads where milled to raise the compression, intake got ported, removed intakelbows.com elbow and used a 4150TB, cam swap, and swapped from Kooks to ARH headers. Also the timing mark was off by a couple of degrees last year, so I'm sure that contributed to the low numbers as well. I feel the changes where well worth it as the car picked up 200rwhp with some minor changes to the setup and fixing a couple of bugs. ..Might hit up the track tommorow if it isn't raining.
Here are a couple of pics of the engine bay.
Last edited by Jimmy P; 10-25-2009 at 09:24 PM.
Very nice numbers, congrats. 
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10-25-2009, 12:00 PM
#10
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interesting.... im sure the milling and timing made a big difference but I wonder how much the carb hat and TB contributed. Im stilll on the fence about using an elbow and vic jr
10-25-2009, 03:04 PM
#12
Congrats Jimmy, did you tune it over on Nayel's dyno?
So I didn't go to the track today. Forecast was saying scattered showers but turns out lots of people went and its prety packed over there. I was hoping I could make it since Speed Inc rented out Byron today.
im sure the milling and timing made a big difference but I wonder how much the carb hat and TB contributed. Im stilll on the fence about using an elbow and vic jr
10-25-2009, 03:49 PM
#14
I have never heard of a centri making more torque than HP.
10-25-2009, 06:32 PM
#17
10-25-2009, 07:06 PM
#18
The F1C housing is deffinantly bigger than the F1A. We had to quite some cutting and modifying to get it to fit with a 4" elbow down there. Loose converter refers to the torque converter, in the transmission. The smaller converters tend to be looser and dont make good dyno queen cars. It doesn't matter much to be though, I want to see what it does at the track..
The tuner said the converter feels like its stalling at 5700-5800 rpms. Kinda weird, as a few months ago I sent it back to Marty at Neal Chance and requested he make it tighter. He said he put his new billet stator in there which should make it more efficient and tighter as well.
Edit: Pics added to first post.
The tuner said the converter feels like its stalling at 5700-5800 rpms. Kinda weird, as a few months ago I sent it back to Marty at Neal Chance and requested he make it tighter. He said he put his new billet stator in there which should make it more efficient and tighter as well.
Edit: Pics added to first post.
Last edited by Jimmy P; 10-25-2009 at 09:40 PM.
10-25-2009, 10:21 PM
#19
Thanks John. Yup it got dyno tuned at Nayel's dyno.
So I didn't go to the track today. Forecast was saying scattered showers but turns out lots of people went and its prety packed over there. I was hoping I could make it since Speed Inc rented out Byron today.
At this point I'm not sure what the gains if any where from the 4150TB. My tuner kept telling me I should of stuck with the original elbow and a 90mm TB, but I wont switch back. Wish I could of went with the 4500TB, but that would of been taller, and then I have to get a different intake, etc.
So I didn't go to the track today. Forecast was saying scattered showers but turns out lots of people went and its prety packed over there. I was hoping I could make it since Speed Inc rented out Byron today.
At this point I'm not sure what the gains if any where from the 4150TB. My tuner kept telling me I should of stuck with the original elbow and a 90mm TB, but I wont switch back. Wish I could of went with the 4500TB, but that would of been taller, and then I have to get a different intake, etc.
