KStromberg
Dedicated LVC Member
Baseline run piping hot after getting here 252rwhp on just the chip tune. A/F ratios around 12. Stay tuned...
Dyno Tune
- Thread starter KStromberg
- Start date
slowmkviii
Dedicated LVC Member
You better post a graph with your next post.
mossbergman
Dedicated LVC Member
What he said
Lownslowlsc
Dedicated LVC Member
I'm going to guess 268.5.
the1andonlyGR81
Dedicated LVC Member
doubt you'llget 30hp from just intake id say 270 is possible
mossbergman
Dedicated LVC Member
Soooo????:shifty:
:shifty:
DLF
Dedicated LVC Member
I'm going to guess that he's not done banging his head on the wall yet. :Bang
KStromberg
Dedicated LVC Member
Ding Ding Ding!
I will have a WOT video soon. The car put down 268rwhp at 98 degrees fahrenheit
Less than optimum conditions and the car wasn't spun on the rollers completely cooled down. On a better day maybe 275There was a spike on the torque but we're guesstimating around 265. Both shifts complete at 6900 rpms and the torque converter lock-up was delayed until about 90 mph. It was originally set to lock up at 80 mph and I could just feel the bog that I have been feeling for so long with this car on the mail-order tune. Now it pulls A LOT harder into 3rd gear.
Stay tuned. It just got nastier....
DLF
Dedicated LVC Member
What are the SAE corrected numbers (which take the conditions into account)?
I still contend that having the TC lock up right after both the 1-2 and 2-3 shifts will produce the best ET, but I wish you luck with your setup.
the torque converter lock-up was delayed until about 90 mph. It was originally set to lock up at 80 mph and I could just feel the bog that I have been feeling for so long with this car on the mail-order tune. Now it pulls A LOT harder into 3rd gear.
I still contend that having the TC lock up right after both the 1-2 and 2-3 shifts will produce the best ET, but I wish you luck with your setup.
KStromberg
Dedicated LVC Member
KStromberg
Dedicated LVC Member
SAE correction I believe was 272rwhp
I'm not I guess absolutely certain about what's best into 3rd gear for lock-up at this point as far as the track but it was noticeably faster when we delayed it to 87mph and then when I finally suggested 90 mph. I am certain that the car is much slower with lockup immediately into 3rd at 80 mph.
DLF
Dedicated LVC Member
So I've still got 30+ RWHP on you, guess I'm safe for a bit.
How does it drive? What A/F ratio did they set it to?
Are you going to post the dyno chart?
KStromberg
Dedicated LVC Member
So I've still got 30+ RWHP on you, guess I'm safe for a bit.
How does it drive? What A/F ratio did they set it to?
Are you going to post the dyno chart?
It drives much nastier too be honest. I like everything about the tune.
Here is the dyno chart:
BTW, the waviness up top was a strap on the dyno coming a tick loose and the car doing the bouncy bounce for a second. :facepalm:
97MarkJA
Dedicated LVC Member
I can't say I've ever seen 2 converters the same, close but not the same.
It's hard to keep track of who's running a stall and who's not. One of the key factors commonly overlooked is the torque multiplier, seems the over/under can be as much as 1/2% of factory or 3/4% on aftermarket across the brands.
A lot of.them don't post it in the general specs but it should be in the data sheet or provided upon request.
Btw, the torque multiplier# is usually measured at stall speed or.flash point not across the rpm range.
It would probably be helpful to list mods at the time of.the run for future ref.
Doug, sorry I can't.remember if you are running a stall or not.
It's hard to keep track of who's running a stall and who's not. One of the key factors commonly overlooked is the torque multiplier, seems the over/under can be as much as 1/2% of factory or 3/4% on aftermarket across the brands.
A lot of.them don't post it in the general specs but it should be in the data sheet or provided upon request.
Btw, the torque multiplier# is usually measured at stall speed or.flash point not across the rpm range.
It would probably be helpful to list mods at the time of.the run for future ref.
Doug, sorry I can't.remember if you are running a stall or not.
DLF
Dedicated LVC Member
Well, I'm glad that you're happy with it. Looks like the A/F is still a bit richer than 13:1, so they left a little on the table.
10" 3,600 Stall BOC Stage I
KStromberg
Dedicated LVC Member
DLF
Dedicated LVC Member
FWIW, I've had the best results with both my Cobra and LSC right around 13.3:1.
YMMV, of course.
YMMV, of course.
KStromberg
Dedicated LVC Member
FWIW, I've had the best results with both my Cobra and LSC right around 13.3:1.
YMMV, of course.
Yes, I agree the "YMMV". BUT looking at my graph I don't think it should vary this much. I do agree that the car is still a bit fat. At the same time, I was trying to stay in the 2 hour limit. They charged me for 2 hours for a total of $425 with a re-tune and I was there for 3. I'm just glad that I got to drive the car about 6 times and have him adjust it every time. A/F ratio tweaking is next. I got A LOT done for $425.
mossbergman
Dedicated LVC Member
Good numbers. If you have an aftermarket high stall converter with a single disc you are not supposed to have it lock up at WOT at all or it won't last very long. Only a triple disc you can lock up at WOT which will help for maximum performance.
KStromberg
Dedicated LVC Member
He has IMRC deletes, canton oil pan w/windage tray, underdrive pullies, and better A/F ratios. And that's just off the top of my head. Datalogging has been a strong point for him.
mossbergman
Dedicated LVC Member
so when do they have your imrcs opening?
KStromberg
Dedicated LVC Member
I wouldn't know. Typically around 3500+
But at this point having them is better than having the deletes with improper tuning. The dyno operator did mention to me that with my stall and gearing there wouldn't be any problem with deleting them in the future.