Well,

The 4th annual CascadeCrew dyno event was this weekend, the car FINALLY got on the dyno without major problems. I cut it very close, as the new computer got here on wednesday and dyno was saturday. Luckily, everything worked out.

So here are the numbers.

N/A -- 208hp / 272tq
I still need some work in a few places, there may be a few more ponies in the tune, as you can see my AFR dropped at 4600rpm for a second, then started to lean out above that, it should be an easy fix, and probably worth a few more ponies.


Nitrous -- 293hp / 400tq (another nitrous run, I actualy went 440tq because I got on the nitrous earlier)
Looks like the nitrous still needs some work. I had a few things going on here, 1) I think the jetting is too rich, the jetting I got from holley was for stock TBI, with my raised fuel pressure I probably need smaller jets. 2) It was a cold day, and I have no bottle heater, so my bottle pressure was probably a bit low.


Drag Strip --
We also went to the strip, it was empty, we really had the place to ourselfs, so we got a chance to sort some things out and get some practice in. The track had no traction at all though, The best 60' I could cut all night was a 2.246. This also meant I couldn't get into the nitrous until 3rd gear, so my nitrous times are lacking a bit. I will have plenty of chance to improve through the year though. All in all, for a stock bottom end with 190k, stock heads, stock TBI unit, just a cam/intake, I think she did pretty good.

Times
NA - 14.5@94
Nitrous - 13.7@103

 

Dewey, what's your setup again? I'm putting down close to the same numbers (-17 hp, -a lot of torque (had no timing for dyno day down low)) but not quite.

 

stock bottom end, stock heads, stock TB, stock injectors

UltraDyne Cam
206/216 .447 .447 112 on a 106 centerline

Weiand 7525 intake, thru a centerforce clutch, lightweight flywheel, LS1 driveshaft, and 3.42's.

Hooker headers, flowmast 3" catback, with a cut-out.

 

Well its about time Dewey! Those numbers are great and show that the key to these cars is in tuning. This is just another example to shove in the face of people who say TBI can never be quick.

 

A/F was getting a little scary there on the Nitrous runs, my butthole would have puckered up a little... mean torque none-the-less.

What tires were you running?

 

worn out, bfg rad t/a's. That is not helping me get out of the hole.

Yeah, not sure what the deal with the AFR is on the nitrous runs, But I also need more pump shot looking at the NA runs

 

John.....I hope that you can get the heads that you have on there (if you are still going to change them). That would give everybody a direct example of stock swirlports to the 416/081 heads that most people want to try. And with your tuning skills it should be a good comparison. How much do you guess you'll gain from them?

 

Judging from the HP curve with the swirl ports, and the rpm range the cam 'should' work in, i would image 30-40 hp more from heads is pretty doable.

 

Nice times John! Looks like it runs real strong. If you could cut a better 60' and get some traction for the nitrous you'd be real fast I think.

I'm hoping to hit the track when I get home mid May. Any of you guys around my area, check out the NW Indiana South Chicago regional board. We're renting out a drag strip for a whole day on June 11th.

 

I haven't found any flow data for the 187 casting (305 swirl port head) but you can compare flow on the 193 casting (350 swirl port head) vs the 416/081 among others (083 iron & 113 alum, both TPI heads) here, by reading my post approx 2/3 down the page.

EDIT: Fast355 sent me stock 187 flow data. I added it to the clickable thread highlighted above. The stock 416/081 are much better on the intake (195 vs 165 cfm) but much worse than the 187 on the exhaust (110 vs 140 cfm) than the 187s (a high flow intake cannot be effective if the cylinder can't be voided), so the 416/081 are not nearly the advantage that everyone claims. I'll add that the 187s probably have better swirl (doH!) which reduces the need for ignition advance and does add power (Vizard's words btw), even on a performance street engine.

 

Flow numbers are ok..but a real bolt on tuned comparison would be hard to beat.

 

I'll add that material when/if I can find it. Even as it is, no one had bothered to collect this info in one place before.