SC dyno number comparison thread

'13 Sequoia, 2.3" pulley, 650 FIVE-O injectors, Deashcwerks 300, Aeromotive FPR, Dirty Deeds catback 1000 feet elev, hub dyno.

 

Your numbers are very typical on a Dyno jet or Dynocom

 

Magnuson, 2.0" pulley, 2600ft elevation, 9.6psi, 80F, Magnuson intake, Magnaflow catback, stock everything else, 10.5 AFR, Sniv Speed tune, 35s on stock wheels

490whp/572tq, Superflow chassis dyno

Crayon graph:

 

Probably should note wheel tire combo as that will play a factor. I expect less wheel hp than most of y’all.

 

Added hub to my first post.



Don't have one of the Tree with the hub connected.

 

Harrop w/85mm pulley, Prospeed intake, RCF throttle body, Prospeed fuel system w/750cc injectors, JBA long tubes, Gibson dual 2.5" exhaust
Hub Dyno at Prospeed Houston

 

Prospeed/Arrow forged shortblock/ARP hardware
- Harrop 2650 supercharger w/ 65mm pulley
- Prospeed 4.5" race intake system
- RCF Throttle body, w/ adapter
- XAT crank balancer w/ 7" lower and Griptec upper
- Prospeed complete E85 flex fuel system with billet rails and twin 450 pumps, 1000cc injectors, Aeromotive FPR
- Radium catch can system
- American Racing headers/midpipes
- Corsa 3.0in exhaust ( with the power on this exhaust system the cats blew out)
- Prospeed Motec package with D3 PCM flash
- XAT ported oil pump
- Prospeed premium transmission valve body
- Powertrax differential
- Prospeed/BTI 4.3" touch screen gauge display
- Solid Offroad motor mounts
- Prospeed full shield kit
- SDHQ Traction bars

Truck was tuned on the Mustang 1100SE** roller w/ 18x9 Method 305s, on a LT325/65R-18 FALKEN WILDPEAK A/T3W E tire, approx 106lbs/ tire. Truck made a little over 705/663 @126ft above sea level in Hoston heat.*Stock gears*

 

Have you at any point during fine tuning experienced extended cranking when the engine was warm (run to operating temperature then left to sit for 30 minutes or more) with those injectors? ExtendedCrank.xlsx - Google Sheets

 

I've noticed it on cold start ups. I'll let you know this weekend. So the truck gets warmed up to proper Temps... than shut it down, wait 30 minutes and see if I get the extended cranking? I'm trying to find the spark plugs we used so you have that info as well. What's your end goal with the collected info?

 

Correct. The sit time can range from 30 minutes to 12 hours, at least in my experience it's happened to me that long after having been at operating temperature. Some of us are having the issue with the 650 to 750cc injectors, mine seems to be the worst (could just be my perception though). In my case the engine will not start on the first attempt. On the second it will start but it will blow black smoke from the tailpipe (so adjust your sideview mirror to watch for that) and smell rich. I don't want to sidetrack this post too much as it's been posted about in the General S/C thread. I simply noted your mentioning injector size used here, but not in other posts so I asked here. If you happen to experience something worth mentioning, you can DM me as well. I'd be curious what software was used to tune your truck and if your tune happens to be unlocked so that you might be able to examine some of the tables/maps. Thanks.

 

Copy all, will let you know the results. Tuning was a combination of the Motec and HP Tuners. I'll be downloading the motec software today on my laptop so I can connect and view.. tables/maps/logs etc.

 

So no real issues to the extent of what your having, truck turns over a second after cranking(after at least 30 minutes from the truck being at operating temps). I get a normal single puff of condensation that looks like white smoke but it isn't. I forgot to hook the laptop up to the truck, I'll attempt in July and see if I can view some of the tables/maps for you.

 

Much appreciated.

 

@AZTundra @Fastlane47 @Saltyhero13 @nobodyintexas @Bluecobra @HonorNotInner @nags @V10Ace @boringdriver

 

this is 3 stages of tuning. 2020 1794 4x4

untuned stage 1 85mm pulley
tuned stage 1 85mm pulley
tuned stage 2 80mm pulley + 650's

my intake is stock...like stockity stock. TRD exhaust. stock tires

I did a retune with HPTuners (Peitz Performance)...and got similar stage 2 numbers....just can't locate the damn graph.

 

I can see from all y'all's graphs...my intake makes the power stop @ 5k....y'alls keeps growing.

testament to my small girth intake.

 

Waiting on exhaust and retune. Hopefully have the Kooks on before July

 

Magnusson with 2.3 pulley, PS intake, RFC Tbody, stock header, 750cc injectors and 450 fuel pump. Wheels 22x12 and 305 tires.

 

I feel you, waiting on AR headers myself.

 

2017 Crewmax FFV, Magnuson Supercharger, 2.3" pulley, green injectors, Magnuson intake, stock FFV fuel pump, TRD dual exhaust, 295/70/18 tires, Dyno Comp tuned, 2,165 elevation.

 

Stage 2 Harrop. 85mm + 650cc + 4.25" ID custom "Frankenstillen" Intake + RCF TB + SW LTHs 532HP/506TQ. Dynojet roller. Will post "proof" later.

 

Worth the wait. Headers get a perfect score of out of .

 

What size tires? Good numbers for the 85mm pulley

 

Ah thank you. Pretty happy with those numbers too. Probably wont keep those numbers for long but currently running the stock P275/65R18s Michelin AT2.

 

Blue is Stage 2. Red is w/LTH and retune. Not big gains.

I don't want to brag but I may have picked up .5 MPGs.

My run before the intake fuckery was 520/500. My air is straighter now....I promise.

 

It's weird that e30 and I make massively more torque than all but Winks with his completely built setup. If it wasn't for the fact there was two of us with nearly identical torque numbers I'd say something was a fluke (guess it could be two flukes?). And the only real similarities between us is the Magnuson and Magnuson intake, but plenty of you guys have one of those and are all consistently at 500ft-lbs +-10. And hell, in my case I'm making some of the lowest horsepower of the group, but tons of torque. Any thoughts?

 

Seems similar when I was doing the supercharged cobras. The smaller roots blower spun harder would always make huge tq as they lost hp efficiencies up top.

 

I’m always a bit skeptical when the tq appears to come from the initial hit on the dyno

not doubting. Just sayin it ain’t natural for a motor to produce tq that way

maybe it’s the way the dyno run is set to start

Steve morris engines did a great video on dyno anomalies