rklessdriver wrote:
You picked up 2mph in the 1/8th and 1mph (almost 2) in the 1/4 which tells me it is making more power in the first 330 but I can see its laying down on the big end of the track -

As you said track prep was crap and your 60ft shows it. Your .2 behind all the way to the 1/8th mile but gained a half a tenth (.05) on the big end time. With the 2 mph increase in the 1/8th I'd expect to see a bigger gain in the 2nd half of the track (like 2-3 tenths) over your other combo.

It just tells me for some reason your not making the power in high gear... could be the air, could be the tune, could be a combination of both.

Still looks like good numbers for a heads/cam motor with a mail order tune. Get that thing on a dyno with a wide band and see how far the tune is off.
Will

BeachBum wrote:
That is a very nice performance improvement !

As per your date and time, Wunderground shows 60 degrees, 30.16 bar & 21.6 dewpoint on your first run in February in which you managed 109.20 mph.

Your second run in June was in the 80's with a 30.09 bar & 69.9 dewpoint..... "huge" difference in air quality.....

I haven't run my simulation on this, but I don't have too.... if you ran in the same air as the first pass with your new set-up, you would have hit 113 mph and maybe even 114 mph based upon your 110.9.... I think when it starts to cool down this fall, you'll see these traps easily. When all is said and done, I think you will find you have picked up around 4-5 mph with your latest round of modifications.

Naturally, a better et will come with improved 60's.....

Congrats on your new found performance !

rklessdriver wrote:
Yes it effects the top end. An unlocked TQ Converter eats MPH over a locked one. I would expect the car to mph better with the TQ Converter locked up.

As long as both passes we are compairng here were w/unlocked TQ Converter - The comparison and my opinion is still vaild.

Your running 1 5/8" long tube headers?? If so - I wouldn't expect to see any gain on a 350 inch motor by going to 1 3/4".
Will

rklessdriver wrote:
Yes it effects the top end. An unlocked TQ Converter eats MPH over a locked one. I would expect the car to mph better with the TQ Converter locked up.

As long as both passes we are compairng here were w/unlocked TQ Converter - The comparison and my opinion is still vaild.

Your running 1 5/8" long tube headers?? If so - I wouldn't expect to see any gain on a 350 inch motor by going to 1 3/4".
Will

Weavsvet wrote:
Quote:

BeachBum wrote:
That is a very nice performance improvement !

As per your date and time, Wunderground shows 60 degrees, 30.16 bar & 21.6 dewpoint on your first run in February in which you managed 109.20 mph.

Your second run in June was in the 80's with a 30.09 bar & 69.9 dewpoint..... "huge" difference in air quality.....

I haven't run my simulation on this, but I don't have too.... if you ran in the same air as the first pass with your new set-up, you would have hit 113 mph and maybe even 114 mph based upon your 110.9.... I think when it starts to cool down this fall, you'll see these traps easily. When all is said and done, I think you will find you have picked up around 4-5 mph with your latest round of modifications.

Naturally, a better et will come with improved 60's.....

Congrats on your new found performance !

Thanks for the compliment BeachBum! I didn't blow a head gasket or anything so I guess I did it right this time.

I could tell the car had more power just in the way it felt. It's never been that sloppy off the line like it was yesterday. Well, maybe my first run ever on street tires...
I don't count that one though. Not sure how much was lack of prep or the improvement in the car but I know I'm looking forward to a better day down there and also a dyno pull or two.

BeachBum wrote:
Quote:

Weavsvet wrote:
Quote:

BeachBum wrote:
That is a very nice performance improvement !

As per your date and time, Wunderground shows 60 degrees, 30.16 bar & 21.6 dewpoint on your first run in February in which you managed 109.20 mph.

Your second run in June was in the 80's with a 30.09 bar & 69.9 dewpoint..... "huge" difference in air quality.....

I haven't run my simulation on this, but I don't have too.... if you ran in the same air as the first pass with your new set-up, you would have hit 113 mph and maybe even 114 mph based upon your 110.9.... I think when it starts to cool down this fall, you'll see these traps easily. When all is said and done, I think you will find you have picked up around 4-5 mph with your latest round of modifications.

Naturally, a better et will come with improved 60's.....

Congrats on your new found performance !

Thanks for the compliment BeachBum! I didn't blow a head gasket or anything so I guess I did it right this time.

I could tell the car had more power just in the way it felt. It's never been that sloppy off the line like it was yesterday. Well, maybe my first run ever on street tires...
I don't count that one though. Not sure how much was lack of prep or the improvement in the car but I know I'm looking forward to a better day down there and also a dyno pull or two.

Loosen up that converter another 600-800 rpm and you'll see mid 11's in my opinion.

Good Luck !!

Weavsvet wrote:

Funny how one mod leads to another....when I put that 2800 in there I would never have guessed I'd be where I am now.

Josh wrote:
When I swapped to the AFR heads on my car, it leaned me out a good amount. I realize your a MAF car VS my speed density, but that is what I would guess is going on. Leaning out some, coupled with the load of WOT in high gear, is probably causing the ECU to pull timing. Do you have any data logging gear?

Even after you have a shop tune it, data logging the car at the track is always a good idea. I don't know of a shop in the NC area that has an eddy current dyno, so you're probably going to get a tune based of the way a dynojet loads the motor. It's still going to be great, and be way better than it is now, but the load it will see on the dyno is different that it will see going down the track, so data logging it (at least in the beginning) is a good idea.

Good luck with it. PM me the next time you are heading out the track. Jonecap and I hit Rockingham and Nam all the time.

Josh wrote:
When I swapped to the AFR heads on my car, it leaned me out a good amount. I realize your a MAF car VS my speed density, but that is what I would guess is going on. Leaning out some, coupled with the load of WOT in high gear, is probably causing the ECU to pull timing. Do you have any data logging gear?

Even after you have a shop tune it, data logging the car at the track is always a good idea. I don't know of a shop in the NC area that has an eddy current dyno, so you're probably going to get a tune based of the way a dynojet loads the motor. It's still going to be great, and be way better than it is now, but the load it will see on the dyno is different that it will see going down the track, so data logging it (at least in the beginning) is a good idea.

Good luck with it. PM me the next time you are heading out the track. Jonecap and I hit Rockingham and Nam all the time.

Weavsvet wrote:
Went to Rockingham late yesterday. The track prep was nonexistent. I guess because of not much going on there this weekend. I could not get the car to hook at all(Most other times it has hooked pretty well). Took it quite a ways to finally grab. My shift cable gave up the ghost after the 3rd run which was my best of the day. The weather wasn't good at all. Temp was 89 with a 52% humidity. The tune has not been changed for the AFR's.,,,,,,,,,yet.

Drag Times automatic weather getter is down so I had to look up the weather for the DA. Track elev. is 211'. I was running around a 2800' elev. yesterday.

Here was my best run in Feb before the head swap in some really good air. And yesterdays best run in some pretty bad air.

1:45PM 20/FEB/2010

R/T............ .124
60'...............1.753
330'.............5.093
1/8...............7.892
MPH...........88.38
1000'...........10.317
1/4...............12.382
MPH............109.20


8:34PM 11/ JUNE/2010

R/T.......... .270
60'...............1.920
330'.............5.275
1/8...............8.051
MPH...........90.55
1000'............
1/4...............12.496
MPH...........110.97

Weavsvet wrote:
Any takers on why this dip is here? Knock retard maybe? Since I forgot to install the LT4 knock module when I changed PCMs.

PCMs.

flyboy wrote:
Nice numbers, where are you shifting?
Also, at what rpm does the H.P. curve cross the torque curve on the graph?

flyboy wrote:
Nice numbers, where are you shifting?
Also, at what rpm does the H.P. curve cross the torque curve on the graph?

BeachBum wrote:
Quote:

flyboy wrote:
Nice numbers, where are you shifting?
Also, at what rpm does the H.P. curve cross the torque curve on the graph?

All cars regardless of make or model cross at exactly 5252 rpm..... mathematically they have too.

BeachBum wrote:
Your numbers do cross at 5252 rpm.... the graph has two different scales is why they do not appear too on the graph itself.... right side is torque, left side is HP....

Weavsvet wrote:
I also have a question about the torque.

Before I installed the heads I had 328 ftlbs of torque. The torque did not increase very much compared to rwhp. Is this because of the cam grind and the rpm at which it is designed to perform? If not this then why? Thanks, Mike

BrianCunningham wrote:
could that be the knock sensor he already mentioned taking out timing?

BeachBum wrote:
Quote:

BrianCunningham wrote:
could that be the knock sensor he already mentioned taking out timing?

I would think so....

flyboy wrote:
O.K. and where are you shifting at the track? Thanks

BeachBum wrote:
I think your torque curve should instead look something like one of these I filled-in with theortical curves....

Not sure which one.....but it could be the purple one that not only helps the torque where its missing, but extends the power up into the rpm range. At the very least, it is one of the other two.

[IMG]http://i526.photobucket.com/albums/cc342/tldrane/weavdyno.jpg[/IMG]