I finally got the truck back on the dyno yesterday,with 39 lb. injectors and a 3 1/8 pulley it put down 382 HP and 435 TQ.
With the truck also having longtube headers,this number is low to me?
I was expecting over 400 HP and at aleast 450+ on TQ. I will call Troyer sometime in the future and see what he thinks,I have no ideas on why the numbers are so low to what everbody else is putting down. With the truck finally having a tune, I'm just going to drive it and enjoy the power it has for the time being.

 

I know how you feel.
I wasn't happy with my first couple dyno sessions ether. I thought I should be making more power with my set up. So,,I just kept throwing money at it till I was happy with the power,,,lol.

Phil

 

I see a lot of Whipple guys with that setup make 400/450+. What type of dyno, Mustang or Dynojet? Mustang reads lower...

 

Most guys with the whipple kit that make 400+ have the pulley upgrade to make 10lbs I'm makeing 410 with 8lbs a good tune is a must

 

Yea somethings up-I made 376 and 415 with a magnacharger. It was running at 6 psi up to 5000rpm and then spiked to 8.3 the last couple hundred rpm. With 10 psi and a more efficient blower you should be over 400 easy. More than likely its the tune so I would start there.

 

. With what you have done, your numbers are not low compared to others with your set up....
If you search the forum for members with the Whipple and go from their start to their end dyno numbers you will see that 400rwhp is not as simple and easy to achieve as some think.

 

The tune does make a big difference. There are also compromises which affect the slope of your HP and TQ curves, where you may make a few more top end HP, but suffer from decreased midrange, etc. Many tuners talk about area under the curve, and this is what I'm referring to.

The weather conditions also have an effect on your #s, so don't sweat it too bad right now. I'll bet your truck is a blast to drive now, isn't it?

How was your A/F ratio, and did the curve begin to go lean at higher RPMs? That's what happened to mine, and I replaced the stock fuel pump. The higher PSI and the bigger injectors required more fuel above 4500 RPM.

FX4Matt also has headers, as well as dual Maggie exhaust, e-fans, and air intake on top of his 8 PSI. That's about $1000 or so more and he SHOULD have 410 RWHP. I'm glad his truck is back together, and I assume that it's running like a bat out of hell!

I'm going for a new full exhaust treatment and e-fans next time around, but not til I can afford it.

Enjoy.

Lee

 

It was tuned on a dynojet,here is the graph:


I'm having a blast with the truck and after spending more money than I want to add up,I'm just gonna drive it and enjoy it for a while.Sometime in the future I will might drive the truck up to virginia and see what troyer can do,but that can wait for another day.

 

You are a bit fat, which shouldn't be a big deal breaker. What kind of timing are you running? Octane? Dyno conditions, wheels?

 

don't know what the timing is,I'm running 93 octane,dyno conditions was in mid 80's and my wheels are 20's

 

A hot day will bring lower numbers but you need to find out your max timing!

 

Inquiring minds want to know what timing we could run safely with non sc pistons/rods and knock sensors for that matter???

 

I'm not sure. I know the Lightning guys keep it under 16 for everyday driving. I also know that a knock sensor won't work with an EAton, to much noise. So if your's isn't off it should be or it's killing your performance!

 

Get you some longtubes and exhaust! you will make over 400RWHP. I have just over $700 just in exhaust stuff. since I did most of the work that will save you some bucks if you can do your own work.

 

He already got longtubes...I think it's the tune...what's the A/F ratio at peak power, 11:1? That seems a bit rich...

I'm getting a strip tune from Mike that I'm hoping will be at least 12:1 (12:5 max)...I won't mind my street tune being around 11:1...