The dyno runs are in. But not what I expected. I expected many pulls, a lot of jet and timing changes.
What happened was the engine was checked for not being overly lean or rich. That the timing would work on the gas they were using. And the engine was broken in under power. We have a baseline. The real tuning will be on a chassis dyno.
It was really my decision. I decided that it would be better that way as I could get better O2 readings during the pull and the engine would be working in the car. Really the best way to get final tuning for performance.
Looking at the data, it was observed that we were going lean over 7,000 RM and the timing was too advanced. When we do the chassis dyno we will play with those parameters. It is totally surprising how much timing changes with the efficiency of the heads and combustion. We went from 38 degrees to 34 and picked up 18 HP and the engine smoothed out. From the Engine Analyzer program, we figure 29 degrees might be optimum. The efficiency of these heads is amazing.
So, without really any tuning, we made 668 HP and 532 ft.lbs. torque. I know there is another 30 to 40 HP in there. Peak HP was at 6900 RPM. I figure richer jets, less timing, and the peak HP should come in where designed, at 7500 RPM. The mufflers turned out to by more efficient than I had hoped: only had a loss of 10 HP and 10 ft.lbs. of torque.
Here are the Pics:
Control center
Computer Readout
Engine views
What happened was the engine was checked for not being overly lean or rich. That the timing would work on the gas they were using. And the engine was broken in under power. We have a baseline. The real tuning will be on a chassis dyno.
It was really my decision. I decided that it would be better that way as I could get better O2 readings during the pull and the engine would be working in the car. Really the best way to get final tuning for performance.
Looking at the data, it was observed that we were going lean over 7,000 RM and the timing was too advanced. When we do the chassis dyno we will play with those parameters. It is totally surprising how much timing changes with the efficiency of the heads and combustion. We went from 38 degrees to 34 and picked up 18 HP and the engine smoothed out. From the Engine Analyzer program, we figure 29 degrees might be optimum. The efficiency of these heads is amazing.
So, without really any tuning, we made 668 HP and 532 ft.lbs. torque. I know there is another 30 to 40 HP in there. Peak HP was at 6900 RPM. I figure richer jets, less timing, and the peak HP should come in where designed, at 7500 RPM. The mufflers turned out to by more efficient than I had hoped: only had a loss of 10 HP and 10 ft.lbs. of torque.
Here are the Pics:
Control center
Computer Readout
Engine views
