ok thanks:grin:. yes Cheryl did good. old cam was 224-231 hydr on a 110 LSA. new cam fast ramp solid 230 intake 235 exhaust on a 109 LSA with 4* built in so 105 CL. really like the 109 LSA, love the solid for a nailhead with its valve train and small base circle. if I had to do it again or change cams I would go 230-239 with only 2* built in, that's really nit picking now. heads have a 194 intake and 1.5 exhaust. 11/32 and beehive springs. flow intake 227@.500 and 231@ .600.. exhaust flow 147@.500 and 148@.600. Bob stayed with the 4 hole, Tom T likes the 4 hole, Bob can tell you more on that. I always said the intake is a big bottle neck, we have no after market single 4 to help us. really have to work over the stock one. dont forget you have to go about 8* bigger on a solid to = a hydrlic. forgot again 521-530 lift on solid - lash
something not right here. dyno guy must of did something, even a nailhead the hp and tq are to cross at 5250 rpms. lol
The scales are different on either side. They would cross right if scaled the same, but it must have looked nicer to them with the peaks on the same line. You did the nailhead proud (455 guys are even jealous)! Cheryl
thanks Cheryl and Andy. when do you guys think is the best shift point ? i was shifting at 5250 - 5300 letting the tranny shift by itself. by the seat of the pants it was still pulling at 5500 rpms. ---------- Post added at 02:06 PM ---------- Previous post was at 12:45 PM ---------- Andy, is there any way you can put the 425 graph against the stroker graph?. the 425 looks better maybe because it starts later and too the stroker tq is way more then its hp.
Here are the 425 & 446 graphed together. How tall are your rear tires? Your going to want to shift at an RPM where it's still pulling up top, but will put you close to peak torque going into the next gear. So I think somewhere around 5300rpms would be a great place to start.
plots are nice, thx for doing that! looks like "corrected" = RWHP from chassis dyno? I was thinking "corrected" = HP at flywheel after removing DT loss what does corrected mean in the plots?
The way the tq line is I bet its over 500 at 2800 rpm. Gotta love the way it don't move to far off peak until around 3800. :TU:
the corrected might be the air, temp, and humidity he looked at a gauge and then put the number in the computer. the engine numbers on the sheet are still a little off, but air fuel ratio looks to be right this time. Bob he had to start the run over 3000 rpms(full throttle) because it keep kicking in to first gear. I should have put the torque converter on high still on the start then turn it off not sure if it would help or hurt, but it stayed off during the test.
The numbers are corrected for barometric pressure temperature and humidity. They are usually STD or SAE corrections. The corrections eliminate those factors from skewing HP/TQ readings based on the conditions and standardize them for all conditions. This way if you dyno at a high elevation on a hot, rainy day you would see the same corrected numbers as you would on a dyno at a low elevation on a dry, cold day. These corrected numbers are a lot better for comparisons between engines or the same engine at different times/places. Uncorrected numbers are what you actually made in the conditions present at the session. They may be lower or higher then the corrected numbers depending on the conditions. I have been on a few rollers and had a few engines dynoed. SAE seems to be used most often, but most correction factors are good for comparison as long as you use the same correction factors when comparing. Cheryl
thanks for the info :TU:, it rained pretty hard all the way there, when I was there and all the way back. did not want to change days and wait longer was getting to stress out as it was. going to go up 1 size jet for the rear sec, getting a little lean at peak torque around 13:1 ? what do you think?
High stall is less efficient then low stall. It would create more DTL and show up as lower HP/TQ on the chassis dyno. You were where you needed to be. Is the low A/F ratio up top due to jetting or fuel supply? Cheryl
was thinking high stall might be good for low end torque, higher number is leaner 13.1 and lower number 11.8 is richer. not sure must be jetting but it gets richer up top.
