Finally dyno'd with the D1
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Installed the 3.2. Couldn't get the 3.4 installed, belt was too short.
Must still be slipping. When I get on it, I hit 10# right away, then very slowly I will hit 11# and thats spinning it to 6500.
Also IAT's go from 85* to 135* and this was on a very cool night.
Will pick up another belt and try the 3.4
Must still be slipping. When I get on it, I hit 10# right away, then very slowly I will hit 11# and thats spinning it to 6500.
Also IAT's go from 85* to 135* and this was on a very cool night.
Will pick up another belt and try the 3.4
Last edited by Ed Blown Vert; Jun 8, 2007 at 11:30 PM.
Originally Posted by Ed Blown Vert
Installed the 3.2. Couldn't get the 3.4 installed, belt was too short.
Must still be slipping. When I get on it, I hit 10# right away, then very slowly I will hit 11# and thats spinning it to 6500.
Also IAT's go from 85* to 135* and this was on a very cool night.
Will pick up another belt and try the 3.4
Must still be slipping. When I get on it, I hit 10# right away, then very slowly I will hit 11# and thats spinning it to 6500.
Also IAT's go from 85* to 135* and this was on a very cool night.
Will pick up another belt and try the 3.4
My guess is the intercoolers/piping are the restriction. Some might see 15psi with the same setup on a higher compression 347 or whatever but something is holding your combo back. Either that or you are running into valve float or you live 5000' above sea level - got to be something. I highly doubt the belt is slipping unless something is wrong with the tensioner or the belt alignment is way off. Since you picked up a bunch of power down low the bigger blower is obviously making more power but IMO its getting choked off at higher airflow.
Thread Starter
Joined: Nov 2001
Posts: 3,066
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From: Sunny San Diego
Hmm. Maybe its time for the 4.5" intercoolers. I don't think its the springs but you never know. I am running the Patriot Golds. I may switch back to the Comp 921's. And I am pretty close to sea level, so I don't think thats it.
Guess I'll leave the 3.2 in and focus somewhere else.
Guess I'll leave the 3.2 in and focus somewhere else.
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Somethings gotta be up-check your bypass. FWIW I when I went from a P1(600) to D1(645) I picked up a solid 45 rwhp. I also went up a pulley size from 4 to 4.125. On my F1R when I first dyno'd it the boost stayed at 18 psi at the top of the pull-the curve went flat at 6000. I replaced my greddy type R bypass to "big red" from procharger and my boost guage was buried at 20 and my horsepower climed to 885 from 797.
Originally Posted by Exotic Performance Plus
Ed, it has to still be slipping. That belt has to be very, very tight as well. I'd get a larger belt and put the 3.4 pulley on it. Keep in mind that a new belt will stretch and must be retightened. Bob
As said, the belt has to be banjo tight, I was running the 12 Rib with my D1 and could make up to 19+ lbs of boost. My Lt4 383 made 648 RWHP @ 12lbs on pump gas, at one time I had trouble making boost and kept trying smaller pullies but the problem was the orange flexable intake tube that comes with the kit, when it got warm it was actually collapsing so I fabricated a steel intake tube. No problems after that...
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Originally Posted by eb02z06
Somethings gotta be up-check your bypass. FWIW I when I went from a P1(600) to D1(645) I picked up a solid 45 rwhp. I also went up a pulley size from 4 to 4.125. On my F1R when I first dyno'd it the boost stayed at 18 psi at the top of the pull-the curve went flat at 6000. I replaced my greddy type R bypass to "big red" from procharger and my boost guage was buried at 20 and my horsepower climed to 885 from 797.
I'll look into a new BPV, but I don't want to spend money where it isn't needed. I thought getting the D1 would solve it.
Originally Posted by moehorsepower
As said, the belt has to be banjo tight, I was running the 12 Rib with my D1 and could make up to 19+ lbs of boost. My Lt4 383 made 648 RWHP @ 12lbs on pump gas, at one time I had trouble making boost and kept trying smaller pullies but the problem was the orange flexable intake tube that comes with the kit, when it got warm it was actually collapsing so I fabricated a steel intake tube. No problems after that...
Everything is starting to point to the inlet hat.
Last edited by Ed Blown Vert; Jun 25, 2007 at 03:44 PM.
are you gaining any more boost as rpms rise or does it plane off? on mine i hit max boost at 13.4 @ 6300rpms but max power at 12.3 boost @5800rpms and then dives off quick.... i think mine is the heads or cam.... if yours keeps making boost until you shift then i wouldnt think its the inlet hats fault....
KP uses the stock hat and so do i... we put a extra filter on the by pass hole to accomodate a little more air:shrug:
KP uses the stock hat and so do i... we put a extra filter on the by pass hole to accomodate a little more air:shrug:
Originally Posted by Ed Blown Vert
I gain about 50 hp under the curve. So I know the D1 did help.
I'll look into a new BPV, but I don't want to spend money where it isn't needed. I thought getting the D1 would solve it.
With the SDCE, I don't think the belt is the problem But I will change it out with a new just to make sure.
Everything is starting to point to the inlet hat.
I'll look into a new BPV, but I don't want to spend money where it isn't needed. I thought getting the D1 would solve it.
With the SDCE, I don't think the belt is the problem But I will change it out with a new just to make sure.
Everything is starting to point to the inlet hat.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Originally Posted by ty_ty13
are you gaining any more boost as rpms rise or does it plane off? on mine i hit max boost at 13.4 @ 6300rpms but max power at 12.3 boost @5800rpms and then dives off quick.... i think mine is the heads or cam.... if yours keeps making boost until you shift then i wouldnt think its the inlet hats fault....
KP uses the stock hat and so do i... we put a extra filter on the by pass hole to accomodate a little more air:shrug:
KP uses the stock hat and so do i... we put a extra filter on the by pass hole to accomodate a little more air:shrug:
The P1 also hit 10# at 6400
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Heads are 6.0L with 2.02 and 1.57 valves. Patriot Gold springs.
Cam Motion cam. 222/226 .595 115
Don't recall the IAT temp on the dyno. But on a cool night a blast in 2nd gear, the temps went from 80* to 160*
Cam Motion cam. 222/226 .595 115
Don't recall the IAT temp on the dyno. But on a cool night a blast in 2nd gear, the temps went from 80* to 160*
i just thought of this... im using the mondo, but i just saw that the O-ring under the plunger had been knocked out.... maybe since i glued it down ill gain some more boost and get a higher rpm Vs. Map value in my VE tabel.. i could have been losing boost cause it couldnt seal well enough after 5800 motor rpms....
i'd say check your stock ATI bypass as it makes the most sense.... I'll let you know what happens with mine.... if its not the bypass on mine or yours i will be looking at the cam for the blame.....
i talked to a reputable procharger sponsor and i asked him where he thought a 224/236 cam would peak at and he nailed my dyno sheet right on the head... 5800rpms.... he said he would like to see my motor have atleast a 234/238 114lsa... maybe the intake duration on a procharged car can make for a longer power band..
maybe its just a coincidence maybe not... but hell i could see i was gaining boost on my dyno sheet but i lost power... so when this winter comes and my theory is still lurking... i'll check into a set of after market casting heads and a BIG cam...
i'd say check your stock ATI bypass as it makes the most sense.... I'll let you know what happens with mine.... if its not the bypass on mine or yours i will be looking at the cam for the blame.....
i talked to a reputable procharger sponsor and i asked him where he thought a 224/236 cam would peak at and he nailed my dyno sheet right on the head... 5800rpms.... he said he would like to see my motor have atleast a 234/238 114lsa... maybe the intake duration on a procharged car can make for a longer power band..
maybe its just a coincidence maybe not... but hell i could see i was gaining boost on my dyno sheet but i lost power... so when this winter comes and my theory is still lurking... i'll check into a set of after market casting heads and a BIG cam...
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Originally Posted by ty_ty13
thats perty high for a IAT... mine are 144 @ the end of a 1/8th... whats your CR with those 6.0 heads?
CR is 9:1