150hp jets = 80rwhp?
150hp jets = 80rwhp? had my car on the dyno last night at was somewhat dissapointed in the n2o numbers. Only 80rwhp with 150hp jets. Heres a short run down,
NX bottle
Cold fusion 'noids
HSW 78mm plate
ngk tr6's @ .35
900-1000psi bottle pressure
21* timing on the top with 0*KR
11.6-11.8 AFR
My question is simple what would be the most likely cause of the low hp? if there is any other info you need pls ask
Thanks
NX bottle
Cold fusion 'noids
HSW 78mm plate
ngk tr6's @ .35
900-1000psi bottle pressure
21* timing on the top with 0*KR
11.6-11.8 AFR
My question is simple what would be the most likely cause of the low hp? if there is any other info you need pls ask
Thanks
Originally Posted by 383-LT4
what jet brand r they? becouse im pretty sure nx jets r for whp! if they r not nx jets then they might not be mesured the same!
It has a built 4l60 3800 yank locked, pace setter LT and 3in back to an open cut out, the rest of the motor is a 216/224 cam patriot s2 heads, 78 fast p&p TB, lid, the rest of the bolt ons.. stock bottom end
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When you say the converter is locked, do you mean that it is always locked or was it only locked on the dyno? The reason I ask is that I saw a big difference in HP #s on the dyno between my converter being locked and unlocked on the spray. I had a 42 HP discrepency between locked and unlocked on the spray with my 3400 converter.
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Verdad Gallardo i cant remember off the top of my head, but they were very simmilar to the 150hp jets i was running with my cold fusion nozzle.
also a long time ago i had dyno'd the car with the cold fusion single nozzle and only got 70rwhp with the 150hp jets in.
Could this mean my selenoids may be goin out? or possibly the bottle not flowing what it should?
also a long time ago i had dyno'd the car with the cold fusion single nozzle and only got 70rwhp with the 150hp jets in.
Could this mean my selenoids may be goin out? or possibly the bottle not flowing what it should?
If one system did it and now the other is check these things out.
1. Actual jets in plate- (Orfice size)
2.Orfice size on the solenoids
If you have the correct orfice size jets and the solenoids are over a .063 on the nitrous you may be blowing through the convertor.
Dave
1. Actual jets in plate- (Orfice size)
2.Orfice size on the solenoids
If you have the correct orfice size jets and the solenoids are over a .063 on the nitrous you may be blowing through the convertor.
Dave
That's what I was thinking, it sounds like you are blowing through the converter.
Wha gear/tire size are you running? And what MPH were yor running at the end of the pull?
Also slicks will rob some power on the dyno, not as much as you are missing but it could be part of the problem if you were running slicks.
Wha gear/tire size are you running? And what MPH were yor running at the end of the pull?
Also slicks will rob some power on the dyno, not as much as you are missing but it could be part of the problem if you were running slicks.
If one system did it and now the other is check these things out.
1. Actual jets in plate- (Orfice size)
2.Orfice size on the solenoids
If you have the correct orfice size jets and the solenoids are over a .063 on the nitrous you may be blowing through the convertor.
Dave
1. Actual jets in plate- (Orfice size)
2.Orfice size on the solenoids
If you have the correct orfice size jets and the solenoids are over a .063 on the nitrous you may be blowing through the convertor.
Dave
Originally Posted by BAKED
That's what I was thinking, it sounds like you are blowing through the converter.
Wha gear/tire size are you running? And what MPH were yor running at the end of the pull?
Also slicks will rob some power on the dyno, not as much as you are missing but it could be part of the problem if you were running slicks.
Wha gear/tire size are you running? And what MPH were yor running at the end of the pull?
Also slicks will rob some power on the dyno, not as much as you are missing but it could be part of the problem if you were running slicks.
I always had a hunch that you weren't getting a full 150 to the wheels. Once you figure this out you're going to be in the 10's for sure.
Danny, i would check the solenoids. They might be a restriction.
Danny, i would check the solenoids. They might be a restriction.
Blowing through the convertor is the same terminallogy as pushing through the convertor.
Basically the convertor not delivering the power to the drive train. Its comparable to a slipping clutch.
Dave
Basically the convertor not delivering the power to the drive train. Its comparable to a slipping clutch.
Dave
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Joined: Dec 2004
Posts: 42
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From: MO
If the converter is locked on the dyno though, then in theory it shouldn't be blowing through the converter though correct? Doesn't mean it can't if the clutch material is worn or not up to the power though.
Joined: Nov 2001
Posts: 10,023
Likes: 6
From: LT1 land...the "409" of the 90s!
I have seen more then one 'Locked' converter get blown trough on the Dyno.
Post up the graph's so we can get a better I dea what is going on. you will probably have to look at the in speed instead of RPM.
Post the up for us!
Post up the graph's so we can get a better I dea what is going on. you will probably have to look at the in speed instead of RPM.
Post the up for us!