Had PF Tuning in Virginia Beach build a Megasquirt system (I suck at electronics 
) for my Camaro and finally got around to getting it dyno tuned today. My car has an L98 from an '89 FBody and since I "just" autocross it, not much can be done motor-wise for the class it's in -- headers and exhaust are free, as is the intake, but all the engine internals must be stock specs. I just have a stock manifold and upper plenum with siamesed runners (Edelbrock? SLP?), 52mm throttle body with airfoil, and Headman headers that go into a single Flowmaster muffler. Oh it has a T10 transmission.
Anyway, it did 248/344 on a dynojet. After tinkering with the AF ratio with "safe" timing, it was around the 230's/330's range, and then got up to those final numbers with more timing. For autocross, the car is basically in the 2500-4500 RPM range in second gear for most of a run, and it looks like a pretty good power curve in that range (I'll post a sheet tomorrow).
I imagine there's still more to be had with a different intake manifold, but I'm not sure what would be best for more power down low.
First autocross is in two weeks, and I'm stoked!
Pat
) for my Camaro and finally got around to getting it dyno tuned today. My car has an L98 from an '89 FBody and since I "just" autocross it, not much can be done motor-wise for the class it's in -- headers and exhaust are free, as is the intake, but all the engine internals must be stock specs. I just have a stock manifold and upper plenum with siamesed runners (Edelbrock? SLP?), 52mm throttle body with airfoil, and Headman headers that go into a single Flowmaster muffler. Oh it has a T10 transmission.Anyway, it did 248/344 on a dynojet. After tinkering with the AF ratio with "safe" timing, it was around the 230's/330's range, and then got up to those final numbers with more timing. For autocross, the car is basically in the 2500-4500 RPM range in second gear for most of a run, and it looks like a pretty good power curve in that range (I'll post a sheet tomorrow).
I imagine there's still more to be had with a different intake manifold, but I'm not sure what would be best for more power down low.
First autocross is in two weeks, and I'm stoked!
Pat
Can you switch to 1.6 rockers? That along with a lower base manifold should help...or atleast a ported stock base. You could see another 10whp easily, but those numbers are really good for stock base.
My stealth ram swapped motor running lean on the dyno made 254whp/315wtq. TPI always out torques it but couldnt match the rpm power the short runner intake put out. My friends bolt on TPI car ran just as strong as my car did, so I think he was right there with me in power.
My stealth ram swapped motor running lean on the dyno made 254whp/315wtq. TPI always out torques it but couldnt match the rpm power the short runner intake put out. My friends bolt on TPI car ran just as strong as my car did, so I think he was right there with me in power.
Quote:
Nope, nothing internally. Only thing legal is overboring by 0.0472 over the standard bore. Basically everything from the intake manifold to the air filter housing is "free" (including fuel delivery) and everything from the manifolds/headers back is "free" as well.Originally Posted by Orr89RocZ
Can you switch to 1.6 rockers? That along with a lower base manifold should help...or atleast a ported stock base. Quote:
The TPI torque is one of the reasons these cars are still competitive in the class they run in with the fourthgen LT1 and even the LS1 F-Bodies, IMO (that and they usually end up being a bit lighter since we basically have to run a full interior). The Mustangs are in the same class, however, and nobody's tried a new 5.0 car ... yet.Originally Posted by Orr89RocZ
My stealth ram swapped motor running lean on the dyno made 254whp/315wtq. TPI always out torques it but couldnt match the rpm power the short runner intake put out. My friends bolt on TPI car ran just as strong as my car did, so I think he was right there with me in power. Pat