Help!!!!
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From: Las Vegas, NV
Help!!!! Did a search did not find what I need.
What does 360-369 grams on the maf equal into horsepower at the rear wheels, excepting maximum efficiency with an ST-3500. Thanks in advance.
What does 360-369 grams on the maf equal into horsepower at the rear wheels, excepting maximum efficiency with an ST-3500. Thanks in advance.
TECH Senior Member
Joined: Nov 2001
Posts: 7,036
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From: Lake Zurich, IL
I'll guess 408rwhp? 
you'll need to provide a lil more info on your setup... it could be a ton of things... valve float could cause poor hp , a shitty tune can cause it, overworked injectors can cause it, poorly flowing heads, bad spark plugs, bad plug wires, a converter that's not fully locking can cause it (or if dynoing unlocked a converter that's slipping more than it should) ... if your LTRIMS are locking positive it can cause poor results... the list goes on...
what was your AFR? what changed from your 430 setup to this setup? It could be mechanical or could be a fubarred tune...
you'll need to provide a lil more info on your setup... it could be a ton of things... valve float could cause poor hp , a shitty tune can cause it, overworked injectors can cause it, poorly flowing heads, bad spark plugs, bad plug wires, a converter that's not fully locking can cause it (or if dynoing unlocked a converter that's slipping more than it should) ... if your LTRIMS are locking positive it can cause poor results... the list goes on...
what was your AFR? what changed from your 430 setup to this setup? It could be mechanical or could be a fubarred tune...
Last edited by horist; Sep 30, 2004 at 11:47 PM.
well 279 G/PS was 397 RWHP so it should be close to 445-450 @ the wheels if the drivtrain doesnt have any problems ie. slipping trans or clutch or converter, also the car spining on the dyno.
horist why do you assume there is a problem
thats some alot G/PS
now if it was 260/269 that is reason for concern but not almost 370
horist why do you assume there is a problem
thats some alot G/PS now if it was 260/269 that is reason for concern but not almost 370
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Horist,
Tune is good and the airfuel if is on the money. Injectors are fine. Tune is not the problem.
I am just wondering if alot of people think it is the converter.
Changed to a better heads/cam set up.
Tune is good and the airfuel if is on the money. Injectors are fine. Tune is not the problem.
I am just wondering if alot of people think it is the converter.
Changed to a better heads/cam set up.
TECH Senior Member
Joined: Nov 2001
Posts: 7,036
Likes: 1
From: Lake Zurich, IL
was your previous higher dyno w/the converter locked or unlocked? was the current dyno locked or unlocked?
if both were locked, and you're losing power w/better airflow, and the tune is dead on, injectors are fine, etc... then I'd be leary about the heads/cam combo ... maybe the heads aren't flowing very well/turbulance at the higher lift ?
If the converter was locked , you can easily tell if it's the converter causing the issue by watching input shaft speed and output shaft speed... should be very little difference (talking 20RPM maybe?), assuming 3rd gear... if the converter's unlocked, you can compare your MPH at a given RPM w/the calculated MPH for that RPM to see how much slip you're getting (or you can log converter slip speed in a scanner software)
If this is the same converter you had before... I'd say it's probably not the converter ... however you'd probably be better off asking this in the transmissions section... if the tune is dead on then it's not PCM related...
if both were locked, and you're losing power w/better airflow, and the tune is dead on, injectors are fine, etc... then I'd be leary about the heads/cam combo ... maybe the heads aren't flowing very well/turbulance at the higher lift ?
If the converter was locked , you can easily tell if it's the converter causing the issue by watching input shaft speed and output shaft speed... should be very little difference (talking 20RPM maybe?), assuming 3rd gear... if the converter's unlocked, you can compare your MPH at a given RPM w/the calculated MPH for that RPM to see how much slip you're getting (or you can log converter slip speed in a scanner software)
If this is the same converter you had before... I'd say it's probably not the converter ... however you'd probably be better off asking this in the transmissions section... if the tune is dead on then it's not PCM related...
My TCI3000 slips a fair bit. Varies a lot with line, the
TCC duty is up at 100% under load but this still is a
knockdown from main line by the PWM force motor.
And that varies a lot with trans temp, not necessarily
in a way that helps stay locked. But my SF3000 seems
not to be capable of staying truly locked at WOT even
if I tried.
Then you have your brake specific fuel consumption
(hence air consumption) varying by mixture and spark,
bolt-ons and bolt-ins, etc. You say mixture / tune are
good but do you know you've squeezed every last bit
of advance into it, etc.? Given the new hardware?
And lastly dyno-dyno consistency, corrections and
environmentals (varyingly applied by operators) might
well make a good few-% session-session drift.
TCC duty is up at 100% under load but this still is a
knockdown from main line by the PWM force motor.
And that varies a lot with trans temp, not necessarily
in a way that helps stay locked. But my SF3000 seems
not to be capable of staying truly locked at WOT even
if I tried.
Then you have your brake specific fuel consumption
(hence air consumption) varying by mixture and spark,
bolt-ons and bolt-ins, etc. You say mixture / tune are
good but do you know you've squeezed every last bit
of advance into it, etc.? Given the new hardware?
And lastly dyno-dyno consistency, corrections and
environmentals (varyingly applied by operators) might
well make a good few-% session-session drift.
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