Dyno Results Interpretation - Team Camaro Tech
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post #1 of 12 (permalink) Old May 22nd, 14, 09:37 PM Thread Starter
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John
 
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Dyno Results Interpretation

I get the HP and TQ but is there anything else to be told from the dyno data below? 496 Hydro Roller, AFR 290, 11.5:1

Item AVG MAX
Engine Spd 4.5K 6K
STPPwr 493.3 593.9
STPTrq 576.5 611.9
A/F 13.6 13.9
FUL1+2 187.7 240.8
AIR1+2 562 724
BSAC 5.88 6.57
BSFC 0.432 0.477
VolEff 96 100.8
Oil 65.9 72.2
Man_P -0.8 0
Fuel 2 6.0 6.1
SpcPwr 0.99 1.2
SpcTrq 1.16 1.23
MecEff 80.4 84.9
BMEP 153.9 163.7
Boost -0.4 0
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post #2 of 12 (permalink) Old May 23rd, 14, 04:11 AM
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Steve
 
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Re: Dyno Results Interpretation

John, I'm sure Chris will have some input on your data ...

Steve

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post #3 of 12 (permalink) Old May 23rd, 14, 08:18 AM
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George
 
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Re: Dyno Results Interpretation

13.9 AFR is quite lean. Was there any jetting involved?
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post #4 of 12 (permalink) Old May 23rd, 14, 09:20 AM
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Anne
 
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Re: Dyno Results Interpretation

Quote:
Originally Posted by Bangin' gears View Post
13.9 AFR is quite lean. Was there any jetting involved?
Shouldn't that be closer to 12.5 ? Especially with 11.5-1 compression.

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post #5 of 12 (permalink) Old May 23rd, 14, 10:14 AM Thread Starter
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Re: Dyno Results Interpretation

Off the shelf 950 Q-Fuel BDQ
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post #6 of 12 (permalink) Old May 23rd, 14, 02:52 PM
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Re: Dyno Results Interpretation

Yep the mixture is a bit lean at mid to high 13s at WoT ...thats ok but doesnt leave much room for error...high 11s to mid 12s would be safer.

This is an engine simply thrown up on the dyno to se what is there at WoT ? correct?
Not a tune up...
no info on idle and cruise?
no info on timing specs?

My Spelling is not incorrect...it is creative

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post #7 of 12 (permalink) Old May 23rd, 14, 03:28 PM Thread Starter
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Re: Dyno Results Interpretation

Well apartenly they were "tuning it" timing was 32...No info on idle or cruise was provided
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post #8 of 12 (permalink) Old May 23rd, 14, 06:22 PM
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George
 
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Re: Dyno Results Interpretation

The AFR needs to be targeting 12.5 on WOT, the timing may increase once AFR is in line. Timing should be in 2500-3k. The engine should make even more power then.

I've got a 850 Quick fuel, great carb and very adjustable so you'll have no problem getting there.
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post #9 of 12 (permalink) Old May 23rd, 14, 07:42 PM Thread Starter
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Re: Dyno Results Interpretation

Any advice on where to start on adjusting the carb?

Also motor is going in the car and didn't plan on taking it back to the dyno, I guess I could always do a chassis dyno post adjustment?
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post #10 of 12 (permalink) Old May 24th, 14, 04:43 PM
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Re: Dyno Results Interpretation

Quote:
Well apartenly they were "tuning it" timing was 32...No info on idle or cruise was provided
A I have so often commented... they MAY have simply 'tuned ' to the best of what is currently on the car.
If u want to dial the engine in, u will need a data logger with at least rpms and 02 sensors
Dial in is setting the power valves, butterflies, jets, cent curve, VA curve and vaccuum, to the best potential of the engine in that car.
I use the older innovate LM1 with rpms, O2, knock, IMAP and TPI sensors... car computers are not required to run these thru a data logger.
The cost of a data logger is cheaper than the dyno time, and u will find the occasional dyno guy will also use a data logger to dial the engine tuning specs in.
I say "occasional" because the number of so called trained dyno technicians who actually know what the hell they are doing when dialing in are few and far between.

And your dyno guy should have supplied far more info than that...even for the little useless bit hes done.

There are many threads going back quite a while on how to dial in, ball park starting specs, how to set secondaries etc how to establish idle , total and all in timing... how to change the degs in a pionts or HEI dizzie, how to change the vaccuum range a VA works in .. and the degs in it.
And whys
Not only that but very long threads over several weeks talking guys thru step by step and explain what they are doing and why each step.

READ and learn.. u may find many of those common old school methods are now just myths and old wives tales that will not go way, inspite of affordable 21 century tuning tools available to the home workshops these days.

My Spelling is not incorrect...it is creative

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post #11 of 12 (permalink) Old May 25th, 14, 07:45 AM
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George
 
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Re: Dyno Results Interpretation

Quote:
Originally Posted by John3311 View Post
Any advice on where to start on adjusting the carb?

Also motor is going in the car and didn't plan on taking it back to the dyno, I guess I could always do a chassis dyno post adjustment?
Given how most dyno shops don't do a good job tuning, I've taken the approach of installing datalogging on my last few cars and taking ownership of the tuning. I installed the Zeitronix ZT-2 along with a TPS and MAP sensor and am data logging; AFR, RPM, TPS, MAP and these inputs along with Zeitronix awesome datalogging charts make the job easier and "real world" since the engine is in the chassis and driving down the track.

http://www.zeitronix.com/Products/zt2/zt2.shtml
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post #12 of 12 (permalink) Old May 25th, 14, 04:34 PM
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Re: Dyno Results Interpretation

Quote:
...and "real world" since the engine is in the chassis and driving down the track.
yeah.. we messed with chassis dyno tuning and data log "dyno on tarmac"
we dialed the tuning specs in with the data logger, which involved some jet, cent curve changes etc...so basically had what should be there there... but changed simple stuff little like sec butterflies enough to put the idle mixture screws out of spec , just.
initial timing etc.

Then dropped the car up on to a dyno to be "tuned in" it actually ran worse on the road/ track...including economy numbers which where effected quite dramatically just over 30%... from our slightly 'maladjusted ' setup....and considerably worse than what the data logger dialed in tuning specs should be.

All that was involved was turn the sec adjust screw 1/2 turn.. change the intial 7 degs... from memory, re set the accell pump and carb float levels.
How much was technician knowledge and how much was dyno calibration ie air temp altitude, car weight etc accuracy of the COx and O2 sensors we dont know.

One thing for sure when dialing in. regardless of the method, and espec if using O2... the HT/ sparking system / plugs MUST be working in perfect condition....the slightest, undetectable misfire will throw your O2 reads way off as lean.

My Spelling is not incorrect...it is creative

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