Dyno sheets from Nationals?

#1

Any word on posting Dyno sheets, and the HP/Torque numbers for all the cars tested at Nationals?

#2

victorhall wrote:

[quote]Any word on posting Dyno sheets, and the HP/Torque numbers for all the cars tested at Nationals?[/quote] It is a secret …only for those who went… J/K…:stuck_out_tongue:

#3

if i can get to a scanner i’ll post them. Every racer that went to summit has a copy of all the dyno sheets.

#4

I averaged the three runs for the max power and the max torque.

Robert Patton

Max power: 150.8
Max torque: 153.9

Stephen Kapuschansky

Max power: 146.4
Max torque: 143.5

Carter Hunt

Max power: 151.2
Max torque: 140.8

Carlton Goldthwaite

Max power: 150.9
Max torque: 147.5

Michael Davidson

Max Power: 155.7
Max torque: 152.3

Alonzo Taylor

Max power: 149.9
Max torque: 147.6

Chris Cobetto

Max Power: 148
Max Torque: 147.1

#5

Thats good stuff. Were all the cars done back to back? It shows that its all about the dirver. Cobetto had the 2nd lowest average but still finds a way stay ahead of the pack most of the time. Of course he could have Motons stuffed inside those bilstein housings.:wink: Just Kidding.

#6

the pulls at Nationals were all done back to back.Now if we could just figure out how to get rid of the ~~5200 rpm dip

#7

Thanks Mike!
-Vic

#8

I wasn’t at Nationals, but I did sleep… Wrong commercial.

I had mine done at Balanced Performance near Road Atlanta a few weeks ago on a Dynojet. Averaged out to 150hp, 150 torque. ~210K mile untouched motor. Right in the ballpark. Guess I better work on the driver some more!

#9

max hp and trq aren’t necessarily the best way to compare - curve shape is quite important.

Robert - any idea why you’re getting that nice wide torque peak?
Carter - what’s happening to your engine around 4800? That looks like you would notice it on acceleration.

Wish my car was in one piece so I could get it dyno’d!
cheers,
bruce

#10

Thats a good point. Robert’s car is the only that doesn’t have that dip. Looks like i need to give Robert’s engine builder a call so I can get some of that.

#11

leggwork wrote:

[quote]max hp and trq aren’t necessarily the best way to compare - curve shape is quite important.

[/quote]

you are absolutely correct!

#12

One therory is that the dip is right where the motor turns most of the time, and the Air Flow Meter graph gets worn in that spot and does not give an acurate reading…I am thinking about a new meter…

Al

#13

leggwork wrote:
Carter - what’s happening to your engine around 4800? That looks like you would notice it on acceleration.
[/quote]

Turbo lag, its awful. :wink:

#14

Oh…I notice it, that’s for sure. I can actually feel it on the track and mentioned it before we had the cars on the dyno. My "butt dyno" isn’t too sensitive but anyone could feel my car’s dip.

I’ll get a new airflow meter this winter as that seems to be the fix.

And Bruce is correct about peak numbers. My torque peak isn’t too bad but the curve is significantly below some of the others throughout the rev range.

Also, I am having the Mid Ohio (and Chuck Taylor’s) dyno sheets scanned and will post them on a dedicated dyno sheet thread. Let’s keep the comments here and leave the dyno sheets thread just to posting the sheets. That way, we don’t have to work through comments when looking for dyno sheets.

Carter

#15

you could post the dyno sheets in the Photo Gallery if you want to keep them separate.
cheers,
bruce

#16

That’s the plan. We’ll do both so they will be easy to find.

Thanks,

Carter

#17

Robert’s engine: it is the newest of the bunch with only 1147 race miles on the engine. At the time of rebuild we used a good block that only required honing to bring it back to life. New rings were installed, a fresh rebuilt head and, at 1147 miles, it is ready for another season of racing.Should someone go the overbore route, the rebuild would be "who knows how much" more as the piston/ring set is $600 at cost plus machine work.It has compression in the 165-170psi range. It is lower in compression than the Poilce car/Laura’s car which is ic the 170-175 range. Yet Laura’s car is a little lower (4 to 5 on hp and torque) at the same dyno here in Atlanta. Laura’s car was tested on a warmer day 70 degrees versus 45 degrees. I’ve driven 'em both and there is no difference in lap times. I’m relieved that the Taxi Cab engine wasn’t a dyno-buster as it would lead to too many conspiracy theories. Next up for me…Go back to work on driving skills as I’ve got no excuses to use about low power. Regards, Robert Patton

#18

resurrecting an old thread … Carter, this might be something to try on your AFM if only just to determine if that is the true source of your driveability problem (I’m just guessing that e30 and e30 M3 AFM’s are similar)
cheers,
bruce

[quote]I had a similar problem at constant throttle loads
(freeway crusing - 60 -70 mph). I found this website
regarding 944 AFMs and the wear track that the wiper
scribes.

http://frwilk.com/944dme/afm.htm

I tried the adjustment (what’s to lose on a 211,000
mile old AFM?) and about 500 miles later have not had
the symptoms return. YMMV.

Hope this helps,

Gregg
’88 M3
[/quote]

Carter wrote:

[quote]Oh…I notice it, that’s for sure. I can actually feel it on the track and mentioned it before we had the cars on the dyno. My "butt dyno" isn’t too sensitive but anyone could feel my car’s dip.

I’ll get a new airflow meter this winter as that seems to be the fix.

And Bruce is correct about peak numbers. My torque peak isn’t too bad but the curve is significantly below some of the others throughout the rev range.

Also, I am having the Mid Ohio (and Chuck Taylor’s) dyno sheets scanned and will post them on a dedicated dyno sheet thread. Let’s keep the comments here and leave the dyno sheets thread just to posting the sheets. That way, we don’t have to work through comments when looking for dyno sheets.

Carter[/quote]

#19

I’m pretty curious on what my engine will do it was about 115-120hp last time I checked.

BTW, That’s 240hp for those not in the know, 120hp at each wheel.