396 LT1 dyno numbers
11-19-2009, 07:14 PM
#21
The "missing" low end TQ also points to that fact as well.
11-20-2009, 12:27 AM
#22
Just to be clear: NOT a slam on Formula934's numbers at all, rather just an observation.
11-20-2009, 07:30 AM
#24
The tune might use some timing down there, but its tricky under high load like that.
I have a similar combo and make 400lb feet at 3000 rpm through a 9 inch with a heavy *** detroit locker and a 4l60e(locked). I peak at 430lb feet and is FLAT.
11-20-2009, 08:56 AM
#25
E85 would be an option but I live in Mass. and the only station offering it up is in Boston and I live an hour away.
Also, As far as A/F goes, i havn't tuned for anything under 3500 rpm so that may be where im lacking as far as torque goes. Alot of my time at the dyno was soaked up by a problem with a check engine light due to high MAF. The light would come on at about 4500 rpm and would throw the pcm into a whole different table causing an extremly lean condition. Once we figured out what it was, we dialed back the TPS sensor and the problem was fixed. I need to get back in the spring and fine tune some things. Mainly, low end A/F and timing.
Also, As far as A/F goes, i havn't tuned for anything under 3500 rpm so that may be where im lacking as far as torque goes. Alot of my time at the dyno was soaked up by a problem with a check engine light due to high MAF. The light would come on at about 4500 rpm and would throw the pcm into a whole different table causing an extremly lean condition. Once we figured out what it was, we dialed back the TPS sensor and the problem was fixed. I need to get back in the spring and fine tune some things. Mainly, low end A/F and timing.
11-20-2009, 09:04 AM
#26
That may be "part" of the problem, I dont think so. Could be many things.
The tune might use some timing down there, but its tricky under high load like that.
I have a similar combo and make 400lb feet at 3000 rpm through a 9 inch with a heavy *** detroit locker and a 4l60e(locked). I peak at 430lb feet and is FLAT.
The tune might use some timing down there, but its tricky under high load like that.
I have a similar combo and make 400lb feet at 3000 rpm through a 9 inch with a heavy *** detroit locker and a 4l60e(locked). I peak at 430lb feet and is FLAT.
.Also, As far as A/F goes, i havn't tuned for anything under 3500 rpm so that may be where im lacking as far as torque goes. Alot of my time at the dyno was soaked up by a problem with a check engine light due to high MAF. The light would come on at about 4500 rpm and would throw the pcm into a whole different table causing an extremly lean condition. Once we figured out what it was, we dialed back the TPS sensor and the problem was fixed. I need to get back in the spring and fine tune some things. Mainly, low end A/F and timing.
. 
11-25-2009, 06:27 PM
#29
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Thanks guys for all the feed back.
It is a M6 for those wondering.
Additional specs:
Fidanza alum. flywheel 13 pounds
Stock rear end w/ 4.10
cam specs:
.610, .619 with the 1.6s but since the valves were hitting piston the 1.5s are on there. So im not sure of the duration and lift now. I need to whip out the cam card.
Static Compression is 13.1
I need to get back to the dyno and work out the timing. I logged the last run of the day and realized I was getting knock retard. i had upped the timing from the previous dyno visit and forgot to dial it back. Currently timing sits at 36,35 @ 95,100 MAP from 4-6500 rpm. Its pulling about 2-4 degrees of timing at each rpm interval although my knock counts are not increasing. So basically, the pcm's command to pull timing is actually more than the amount of factory base timing put in it. So, I think theres more power and torque to be made once that is corrected.
It is a M6 for those wondering.
Additional specs:
Fidanza alum. flywheel 13 pounds
Stock rear end w/ 4.10
cam specs:
.610, .619 with the 1.6s but since the valves were hitting piston the 1.5s are on there. So im not sure of the duration and lift now. I need to whip out the cam card.
Static Compression is 13.1
I need to get back to the dyno and work out the timing. I logged the last run of the day and realized I was getting knock retard. i had upped the timing from the previous dyno visit and forgot to dial it back. Currently timing sits at 36,35 @ 95,100 MAP from 4-6500 rpm. Its pulling about 2-4 degrees of timing at each rpm interval although my knock counts are not increasing. So basically, the pcm's command to pull timing is actually more than the amount of factory base timing put in it. So, I think theres more power and torque to be made once that is corrected.
That just threw the BS factor down the drain. 13 to 1 on pump gas is freakin walkin on a tight rope. But impressive though
11-25-2009, 06:54 PM
#30
Keep in mind these numbers are with 2 hurt pistons. I didnt know it at the time.
These are locked numbers. Converter was locked at 3700 rpm.
A/F was 13 to 1 across the board, 34 degrees timing. 91 octane pumpgas.
Makes more now I think, about to make even more. I am gonna have the intake ported. Ed Wright told me his dyno is old and is 10-15 rwhp on the stingy side...but who knows. I dont care it runs a decent number.
Your A/f ratio looks fine, the 15 to 1 deal is kinda weird, is there a MAP vs RPM table? Be careful farting around with timing...**** gets hurt QUICK on pumpgas were you are with compression. Ask me how I know. Tune it on the gas YOU USE EVERYDAY, or put 91 in and tune on that if you have 93 at home. Leave yourself a safety net, you get some bad gas with the windows down and you got problems, ask me how I know that also.
EDIT get rid of those Flowmasters, put a Dynatech splitflow or Magnaflow on the car and it will pick up power.
Aaaanyways, here ya go.
These are locked numbers. Converter was locked at 3700 rpm.
A/F was 13 to 1 across the board, 34 degrees timing. 91 octane pumpgas.
Makes more now I think, about to make even more. I am gonna have the intake ported. Ed Wright told me his dyno is old and is 10-15 rwhp on the stingy side...but who knows. I dont care it runs a decent number.
Your A/f ratio looks fine, the 15 to 1 deal is kinda weird, is there a MAP vs RPM table? Be careful farting around with timing...**** gets hurt QUICK on pumpgas were you are with compression. Ask me how I know. Tune it on the gas YOU USE EVERYDAY, or put 91 in and tune on that if you have 93 at home. Leave yourself a safety net, you get some bad gas with the windows down and you got problems, ask me how I know that also.
EDIT get rid of those Flowmasters, put a Dynatech splitflow or Magnaflow on the car and it will pick up power.
Aaaanyways, here ya go.
Last edited by FASTFATBOY; 11-25-2009 at 07:06 PM.
06-22-2010, 05:51 AM
#34
Some of you might remember this thread awhile back. Well I finally got to the track this past week. I ran a best of 12.2 @119 mph in the 1/4 with a short time of 1.8 on sumitumo street tires. Had a hard time hooking up all night. The 1.8 60 ft. time is with a nice burnout. Anyone have any projections with MT ET streets or a full slick? My aim is high 10s. I will post up time slip asap.
06-22-2010, 08:20 AM
#38
Ya track is basically @ sea level. Its New England Dragway in NH. I have to be honest though Im really not sure what its making for power anymore. I had a major header leak on the passenger side, so bad that it literally blew the egr fitting off on a WOT run. Thinking that had alot to do with alot of inconsistancies at the dyno I also got around to putting the BLM Locker on my bin file (I know, I should have done that from the get go). Then I had solomon fine tune part throttle and he also touch up WOT. So, not really sure what shes making for power anymore, I have to dyno tune it again since everything should finally be squared away. Could I have lost power with those trap times? I was pretty consistent running 118-119.
