I messed around with putting the van on the dyno today. Pretty close to the same numbers six months later. If you want dynojet numbers multiply by about 1.10. All runs were with a locked converter and locked in 3rd to eliminate that variable. The ramp rate was slowed down. I wanted to have plenty of time to get a/f readings and the long slow pull is pretty much what happens every time the van hits a hill towing the dyno. The engine is stock, except for the heads, 196 roller cam and a nice ss exhaust.
181 peak was a base line run, I had a few of these runs all within about a hp.
178 Peak was when I multiplied the last three rows of timing numbers in the table by 1.05 and re burned the chip. Yes it lost power! Timing is really close to the stock vortec table listed here somewhere. This mirrors what happened last time when a tried to increase timing for WOT runs. I do think there is a little to be had at part throttle still, but I will save that for another day. No knock retard except for one table cell and that was usually less than 1 degree.
184.5 peak was when I pulled off the air cleaner and ring and let cool to 166. You will see a noticeable jump in the mid range, bigger than the peak numbers. I kept the ring and air filter off for the rest of the tests.
182.8 and 182.6 peaks runs were run hotter to see if the temp was the reason for the hp jump. Just lost a hp or two for the 10 degree jump in engine temp. The run that started late was just that. The sun was on the screen and I was like oh I can go now. Its not a race car. Most of today's work allowed me to pull a little bit of fuel out of the upper transition areas for even better mileage. The hp runs were just a check and then I had to mess with a few things to see if I can improve. I think the jegs power bowl or what ever they are calling it may have some interest next. It already has a 14x3 summit filter.
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