It has been a while since I gave an update of Go_dzila! I have a chip that has a good F/A ratio and about a month ago, the timing file was installed into the chip. The timing file is a conservative Mustang GT blower file. On the dyno we discovered some tuning issues today. The first run was with my fuel cell and the big weldon pump with 93 octane. On that run, we had ignition break down and blower belt slippage. The weldon put out an additional 5 psi of fuel pressure over the street system which made it run rich compared to the street system. (The chip was tuned on the street system and not the cell) Also at the end of run #1, the fuel supply in the cell was gone and the hp and Torque numbers began dropping off. even with these problems, the truck made the following numbers!
On the second run, we ran the street pumps at 40 psi and had less ignition break down and a much better F/A but the run was made in second gear where as the first was in third. The conditions during the dyno was in the 80's with 100% humidity. I think it is safe to say that I am easily capable of over 500 hp on a cool day with 104 octane, some extra timing, and a chip tuned for it. Not to mention that I will be spraying the intercooler with Nitrous on hot days. I will be happy to run around 450 hp on the street with the street system and over 500 for those special occasions. That is the latest on Go_dzila. A huge thunder storm ended our day on the outside dyno before we could go any further.
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Fan Mod, SCT Chip ,Modded BBK 75mm TB, Ported TB Elbow, Univer Blow Through Meter, MSD DIS-4 Ignition, PI 3200 Stall Convertor, Performance 4R70W, 4:30 gears. Auburn Pro,TA Girdle, Cal Trac Traction Bars, Dynatech Long Tubes, Magnaflow Xpipe with Dual Magnapack Magnaflow Polished Stainless Mufflers, New ATI D1SC, Forged Short Block, Fox Lake Stage Two Heads, Fererra Oversized Valves. HP Valve Springs,Mod Max Blower Cams, Mad's Intake , Braided Fuel System, Carbon Fiber Drive Shaft.
4.6 L. T-67, first graph on the top is at 8 PSI (Base kit). The second was at 16 PSI (And I can dial in 5 PSI more, as I saw 20 PSI on the guage. At all boost levels on back to back runs, charge temp was 91 degrees!
A/F is 11.5:1, and the power levels at 8 PSI are perfect for stock engines. NO LAG. Now, with the controller (16 PSI) the boost hits so quick and hard you really have to be on the ball, because you will hit the rev-limit in the first 3 gears. It happens that fast.
Both graphs peak at 4000 RPM. That is...
8 PSI- 388.7 RWHP, and 428.7 RW FT/LBS. 16 PSI- 478.0 RWHP, and 542.9 RW FT/LBS!
And I have the fuel system capacity to dial in 20 PSI. Heh!
HI!... CRASH : I know you have a D.S.S Built 4.6 shortblock. But do you have ported/polished heads or just your stock "P.I" heads? What cams are you running? What's the compression ratio? Did you ever have the built engine dynoed in N/A trim before the TURBO? If not what do you think the built block was pushing for H.P at the FLYWHEEL in N/A trim?
I'm just trying to figure out why your power falls off at over 4000RPM. I would think that with the TURBO you would make power to 6500RPM if you have the right cams and head flow. Just curious. Thanks.
the graph looks like a centrifugal power curve, i would have expected the torque to have been much flatter. looking at flatsmans dyno, his curve is flatter than the turbo, i would have expected the opposite.
looks like on the 16 psi run they let off around 4600.
Now wait a minute... Consider we are still in R&D. And remember, I NEED this type of powerband with the 5-speed...
I DEFINITELY agree with Neal. His heads or Champion units will DEFINITELY make the powerband larger and gain up to 100 more HP. NEAL and Flatsman will break that 6000 RPM shift point, but not many of the rest of us, even after a build.
To eliminate that Supra syndrome, I am considering 2.73s so we can prove BROTHERDAVES point, because he is right. But let me tell you, I WILL keep you pinned in the seat from 2nd though at least 150, I PROMISE. I am not sure I WANT full boost at 2000 because the 5-speed is less rev-forgiving, and I was breaking the tires loose at 60 with the Procharger... What this means is the GEARS will make a Roots-type graph that will peak instead of falling OFF at the top.
BUT, remember... While Justing watched A/F, Slater watched the TACH, I was in the bed of the truck watching the boost guage (YES during the run) so I could dial in the controller. He lifted at 5000 after I almost pegged the guage.
I hammered on the glass to shut down at 16 so we wouldn't hit 20. The point is, the rev-limit is 5600, and I am holding the graph now, and it hits peak at 4700-4900.
Perfect for me, and Austin can tell you how hard these things pull through all the gears (Ask him what happened with 600 lbs of passengers at 1/2 throttle in 2nd). The more I think about it, I am NOT sure I WANT FULL boost at 2000-5000!!! I DO want to use first though, but the top end would be JUST INSANSE with a 2.73.
Anyone wanna trade their 3.08 for a 3.55? LOL!
See notes from those that have ridden in Marks, and you will know the powerband is different and will come up sooner, but I have the 5-speed, and it is less forgiving to the revs... HeHe!
I want to say thanks to Mark and all the guys at Pro-Turbo!!! And can't forget Talley and Austin for all their help!!! Justin is the **** too BTW!!
I had some issues with my dyno. I had ignition break down at around 4500 rpm and I never saw more than 12 psi because of a slipping belt. I will be going to an MSD system most likely. I will correct all these issues and go again, I have no doubt that my motor will make 500+ at the wheels with race gas and more timing and an ignition that will hold up. I did some major porting work on my heads and chambers.
what kind of loss can be expected through the drivetrain?
I am in a 4x with 33" tires and 4.10 gears.
I am currently "getting acquainted" with my new Sean Hyland stroker, and was looking for some benchmark numbers
once again I applaud you for taking the turbo route and i think ultimately, it is the way to go. as with RDY2RAC set-up, there is going to be a learning curve. i dont know that the 2.73 will make you truck any better, but i would love to see you run it at the track to see were it is at now.
i would not invest a bunch in your current rear end as i suspect you will be blowing it out soon, espesially if you take it to the track with some sticky tires.
i think for you first dynos, the numbers look very good, have you spoken with the shop that fabbed it, did they think the numbers looked good or do they think there is alot more to be had?
i just looked at the graph again. 478 rwhp is stout. 388 at 8 psi is stout also. get that bad boy to the track
I would humbly say that those last two dyno's are pretty good places to start looking for "bench mark" numbers! It is going to get insane a little later on! lol
I know, but at least 1st would be more useful. I am not sure I WANT full boost at 2000. It is wicked now, and I have 5 PSI more boost I can put in after the pump goes in (MAXed a 190 base kit pump).
And I intend to run the Yokos because they break loose first. Not so sure about the tranny either (JMC... LOL!). It will be build as soon as budget allows.
I know this, it PULLS in all gears once I get out of 1st. Mark said he is keeping the 3.55s. Ask ANYONE that has ridden in it at 8 PSI... LOL!
Yes, we do know what runs the hardest off the line - the positive displaement! My 5800 pound 4x4 Supercrew will pin you back in the seat any day - I really want to see your system on a heavy truck like mine to get a better idea of power off the line. Not many people I know want to wait until 3500 RPM to start seeing any power.
No problem, while you smoke those meats, I will be on down the track... And you will soon see more responses that defeat that school of thought. One Lightning owner said it well...
It is whats under the graph that matters.
To be honest, I am better suited for racing Cobras and Modded Lightnings, even in the 1/4. You just have to take a ride to understand.
Crash, What I mean is that it would be nice to see a real comparison between the Kenne Bell and your Turbo system (5.4L engine) on a truck that weights 5800#. I've been very carefully watching your setup and it looks impressive! If I'm going to considering a turbo setup in the future on a heavy truck, I need to know that it will perform well on a daily driver like mine. 99 percent of my driving is going back and forth to work; alot of city driving too. The Kenne Bell, so far for me, produces alot of power from a start without having to rev the engine over 2500-3000 rpm. I do a fair amount of towing 6500-7000# worth of horses and trailer - from a start to the speed limit I've got tons of power. I honestly like your setup, I just need to see how your setup would truly work on my type of truck. I do believe if I were putting together a race only truck, I'd look to you turbo system for top end performance. Keep up the good work and I look forward to seeing more installs with a wider variety of trucks.
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