Dyno results are in...
06-04-2007, 11:44 PM
#1
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Join Date: Aug 2003
Location: Toronto
Posts: 293
Dyno results are in...
So now I am officially a member of the 200+ WHP club, but I just squeaked in there. Finally took my car to a dyno and got the WOT stuff sorted out. Some may be disappointed with my results but I am not. My spoon header, stock intake manifold and throttle body are the likely reasons I’m not sitting at 210+ right now. Knowing these limitations I’m pretty pleased to see numbers around 200. My old engine with the same external bolt-ons made 178.
A big thanks to Nick at -------- who ran the car on the dyno and helped me out with the final adjustments.
An SMSP header is definitely on my short shopping list as well as a couple more goodies; however, I’ll have to wait until all the Expo bills are paid before I dig into the wallet again.
Here is the graph:
And a few pics (not taken by me) from my shake down lapping event I did a couple weeks ago… the car is quick!
Thanks to everyone who helped me through this. Special nods go out to Skunk2, King Motorsports, PIC and of course my builder Gord Bush Performance.
A big thanks to Nick at -------- who ran the car on the dyno and helped me out with the final adjustments.
An SMSP header is definitely on my short shopping list as well as a couple more goodies; however, I’ll have to wait until all the Expo bills are paid before I dig into the wallet again.
Here is the graph:
And a few pics (not taken by me) from my shake down lapping event I did a couple weeks ago… the car is quick!
Thanks to everyone who helped me through this. Special nods go out to Skunk2, King Motorsports, PIC and of course my builder Gord Bush Performance.
06-05-2007, 03:05 AM
#4
There's plenty to do outside my room but I choose not to!
Join Date: Mar 2003
Posts: 7,392
nice numbers doug! congrats on the outcome. just a question tho, i could be wrong, but it looks like at 8500rpm power starts to fall off, but your revving to about 9100rpm. is this because of the stock IM and TB?
if you were to get the SMSP header, TB and IM would that flatten out the drop from 8500-9100rpm? not ragging on your setup or anything, just curious.
if you were to get the SMSP header, TB and IM would that flatten out the drop from 8500-9100rpm? not ragging on your setup or anything, just curious.
06-05-2007, 07:36 AM
#7
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Join Date: Aug 2003
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Thanks to the guys who stole my seets back in 1999 I had to have it repainted. Unfortunately under some lighting conditions you can see this effect. Oh well...
Fuzz, the internals are rated for 10,000+RPM so I'm not very concerned about reving it 9000. I was curious to see how sharp the drop off was so that I could optimize my shift points. Looking at my graph it looks like shifting anyware from 8800-9000 RPM will keep me in the top of the power band.
For sure an SMSP header, larger TB, and different IM will raise the peak power a few hundred RPM and likely net me 10-20WHP. Of course it would follow that my shift points would change with it which is why I wanted to build the engine to handle 10,000RPM.
nice numbers doug! congrats on the outcome. just a question tho, i could be wrong, but it looks like at 8500rpm power starts to fall off, but your revving to about 9100rpm. is this because of the stock IM and TB?
if you were to get the SMSP header, TB and IM would that flatten out the drop from 8500-9100rpm? not ragging on your setup or anything, just curious.
if you were to get the SMSP header, TB and IM would that flatten out the drop from 8500-9100rpm? not ragging on your setup or anything, just curious.
For sure an SMSP header, larger TB, and different IM will raise the peak power a few hundred RPM and likely net me 10-20WHP. Of course it would follow that my shift points would change with it which is why I wanted to build the engine to handle 10,000RPM.
, i never heard about your seats back in the day that kinda sucks.
06-05-2007, 04:43 PM
#13
There's plenty to do outside my room but I choose not to!
Join Date: Mar 2003
Posts: 7,392
Thanks to the guys who stole my seets back in 1999 I had to have it repainted. Unfortunately under some lighting conditions you can see this effect. Oh well...
Fuzz, the internals are rated for 10,000+RPM so I'm not very concerned about reving it 9000. I was curious to see how sharp the drop off was so that I could optimize my shift points. Looking at my graph it looks like shifting anyware from 8800-9000 RPM will keep me in the top of the power band.
For sure an SMSP header, larger TB, and different IM will raise the peak power a few hundred RPM and likely net me 10-20WHP. Of course it would follow that my shift points would change with it which is why I wanted to build the engine to handle 10,000RPM.
Fuzz, the internals are rated for 10,000+RPM so I'm not very concerned about reving it 9000. I was curious to see how sharp the drop off was so that I could optimize my shift points. Looking at my graph it looks like shifting anyware from 8800-9000 RPM will keep me in the top of the power band.
For sure an SMSP header, larger TB, and different IM will raise the peak power a few hundred RPM and likely net me 10-20WHP. Of course it would follow that my shift points would change with it which is why I wanted to build the engine to handle 10,000RPM.
i see, so basically, even tho your power is dropping off after 8500rpm, you sill push it to 9100; that way when you shift you'll be in a better spot in terms of the power range for the next gear....right? :wtf:
06-05-2007, 05:59 PM
#14
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Join Date: Aug 2003
Location: Toronto
Posts: 293
Notice that the area B > area A.
It is the area under the curve that translates to vehicle speed and acceleration. All other things being equal the greater the area the faster the vehicle will reach the end of the gear (and hence accelerate faster).
06-05-2007, 09:40 PM
#16
There's plenty to do outside my room but I choose not to!
Join Date: Mar 2003
Posts: 7,392
Yes! That is what I'm talking about. Here is a little image I put together to better Illustrate my point. Many people believe that the correct place to shift is shown in area A. For simplicity I've assumed that the revs drop 2000RPM when you shift gears. But look what happens when you shift at a higher engine speed.
Notice that the area B > area A.
It is the area under the curve that translates to vehicle speed and acceleration. All other things being equal the greater the area the faster the vehicle will reach the end of the gear (and hence accelerate faster).
Notice that the area B > area A.
It is the area under the curve that translates to vehicle speed and acceleration. All other things being equal the greater the area the faster the vehicle will reach the end of the gear (and hence accelerate faster).
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