190tq, 172hp.. VE 5 spd
190tq, 172hp.. VE 5 spd
The car was pretty warm when we did the first run- in red. we spent a few minutes running it on the machine in order to figure out the final drive ratio and such.. once that was done, they did the first run. Max of around 180 ft lb and 165hp...
we let it cool off about 10 min (I couldn't hold my hand to the valve cover it was so hot), and then we got the green numbers.. 190tq and 173hp max.
You can also see the A/F was very rich, at 12.5 the whole time. (thanks, Jim Wolf!
) Mark- SGP's owner dude- said there's usually about 25hp available on an NA Z32 just by installing an SAFC or similar toy and tuning the fuel a bit. He said 20hp more shouldn't be a problem on this car with it.
Just for grins, I had them run one with the VTCs grounded.. even though my car sounds like a deisel when they're unhooked, it's still obviously working!
The Blue run was run shortly after the green one- maybe 5 min. the engine was still cooling down obviously and we gained a bit more torque on the low end, but the high end just died altogether. As soon as the VTCs kicked in/shut off, there was an obvious 10hp loss and it got worse from there. at 6000rpm, there's about 15hp gone and at 6500rpm, there's 20hp gone.
Also keep in mind these numbers are on a Dynapack, and I was told they're about 20 lb and 20hp lower than what you'd see on a dynojet. somehow I don't believe that though, and an article I just looked over in SCC said they were within just a couple points, not 20 off.....
anyway, here's the dyno sheets.
(high res versions)
http://www.mattblehm.com/pics/car/dyno_1_lg.jpg
http://www.mattblehm.com/pics/car/dyno_2_lg.jpg
we let it cool off about 10 min (I couldn't hold my hand to the valve cover it was so hot), and then we got the green numbers.. 190tq and 173hp max.
You can also see the A/F was very rich, at 12.5 the whole time. (thanks, Jim Wolf!
) Mark- SGP's owner dude- said there's usually about 25hp available on an NA Z32 just by installing an SAFC or similar toy and tuning the fuel a bit. He said 20hp more shouldn't be a problem on this car with it. Just for grins, I had them run one with the VTCs grounded.. even though my car sounds like a deisel when they're unhooked, it's still obviously working!
The Blue run was run shortly after the green one- maybe 5 min. the engine was still cooling down obviously and we gained a bit more torque on the low end, but the high end just died altogether. As soon as the VTCs kicked in/shut off, there was an obvious 10hp loss and it got worse from there. at 6000rpm, there's about 15hp gone and at 6500rpm, there's 20hp gone.
Also keep in mind these numbers are on a Dynapack, and I was told they're about 20 lb and 20hp lower than what you'd see on a dynojet. somehow I don't believe that though, and an article I just looked over in SCC said they were within just a couple points, not 20 off.....
anyway, here's the dyno sheets.
(high res versions)
http://www.mattblehm.com/pics/car/dyno_1_lg.jpg
http://www.mattblehm.com/pics/car/dyno_2_lg.jpg
Well SGP knows their sheit. they're not doing this well in the business building 800hp Z32s if they don't know what they're doing.
the 20hp number they talked about was most likely BS, and it was from one of their pee-ons in the shop that was helping set up the cars on the dyno.. Unless it comes from Mark or Bubba (the actual shop owner), then I take what they say with a grain of salt.
mod list:
full custom exhaust.... WSP Y pipe, B14 cat (2.5" flanges), greddy back end with magnaflow resonator and muffler
Fidanza flywheel, ACT clutch
ASP underdrive pulley
JWT ECU
Warpspeed WAI.. (midpipe from their CAI + filter)
BlehmCo ground kit
BlehmCo TB spacer
bored out TB and intake manifold
the 20hp number they talked about was most likely BS, and it was from one of their pee-ons in the shop that was helping set up the cars on the dyno.. Unless it comes from Mark or Bubba (the actual shop owner), then I take what they say with a grain of salt.
mod list:
full custom exhaust.... WSP Y pipe, B14 cat (2.5" flanges), greddy back end with magnaflow resonator and muffler
Fidanza flywheel, ACT clutch
ASP underdrive pulley
JWT ECU
Warpspeed WAI.. (midpipe from their CAI + filter)
BlehmCo ground kit
BlehmCo TB spacer
bored out TB and intake manifold
Originally Posted by Matt93SE
Well SGP knows their sheit. they're not doing this well in the business building 800hp Z32s if they don't know what they're doing.
the 20hp number they talked about was most likely BS, and it was from one of their pee-ons in the shop that was helping set up the cars on the dyno.. Unless it comes from Mark or Bubba (the actual shop owner), then I take what they say with a grain of salt.
mod list:
full custom exhaust.... WSP Y pipe, B14 cat (2.5" flanges), greddy back end with magnaflow resonator and muffler
Fidanza flywheel, ACT clutch
ASP underdrive pulley
JWT ECU
Warpspeed WAI.. (midpipe from their CAI + filter)
BlehmCo ground kit
BlehmCo TB spacer
bored out TB and intake manifold
the 20hp number they talked about was most likely BS, and it was from one of their pee-ons in the shop that was helping set up the cars on the dyno.. Unless it comes from Mark or Bubba (the actual shop owner), then I take what they say with a grain of salt.
mod list:
full custom exhaust.... WSP Y pipe, B14 cat (2.5" flanges), greddy back end with magnaflow resonator and muffler
Fidanza flywheel, ACT clutch
ASP underdrive pulley
JWT ECU
Warpspeed WAI.. (midpipe from their CAI + filter)
BlehmCo ground kit
BlehmCo TB spacer
bored out TB and intake manifold
are your #'s typical for VE's with your mods? i am curious. No offense but them seem a little low. Maybe it is because of the type of dyno but i would assume you should have more WHP.
Originally Posted by zack342
are your #'s typical for VE's with your mods? i am curious. No offense but them seem a little low. Maybe it is because of the type of dyno but i would assume you should have more WHP.
that's pretty much on track from the others I've seen- at least the TQ numbers.
I did some work to my intake manifold while I had it off a month or so ago and I felt a loss in high end on it.. after looking at a dyno I did several years ago, I'm 15tq higher (max) than I was then, but only 6hp, and at 6000rpm they're both the same.. my tq starts dropping off around 5600 now when it used to run till at least 6000..
so I'm going to beg/borrow/steal me another intake manifold from somone and do another few runs if I can get some cheap time on the dyno..
I was impressed with the TQ numbers, but not the HP.. I was hoping for 190/190, not 190/172
I did some work to my intake manifold while I had it off a month or so ago and I felt a loss in high end on it.. after looking at a dyno I did several years ago, I'm 15tq higher (max) than I was then, but only 6hp, and at 6000rpm they're both the same.. my tq starts dropping off around 5600 now when it used to run till at least 6000..
so I'm going to beg/borrow/steal me another intake manifold from somone and do another few runs if I can get some cheap time on the dyno..
I was impressed with the TQ numbers, but not the HP.. I was hoping for 190/190, not 190/172
Not DAVEB the parts guy
Joined: Aug 2000
Posts: 8,549
I wonder where these guys are getting their information from because I've never heard of a Dynapack indicating power 20hp less than a Dynojet. Pretty much everyone else in the automotive world agrees that Dynapacks will typically show a little more power than a Dynojet because:
1) The motor isn't spinning a wheel/tire because the hub is mounted directly to the machine.
2) There is no frictional loss from the tires.
Dynapacks, for what ever reason, typically show power peaks occuring at 200-400rpms higher than what you'll on the Dynojet. So if your car is making peak power at 5800rpms on the Dynapack, you'll see about 5500rpms peak on the Dynojet. This seems to hold true for about every dynapack vs dynojet plot I've seen for the same car. SCC magazine had a great article last year on this where they were testing a Ford Ranger on multiple dynos. Dynapacks are brake dynos so you can manipulate the numbers far easier because you can vary the load unlike the Dynojet. Brake dynos are actually better for tuning since you can vary the load.
1) The motor isn't spinning a wheel/tire because the hub is mounted directly to the machine.
2) There is no frictional loss from the tires.
Dynapacks, for what ever reason, typically show power peaks occuring at 200-400rpms higher than what you'll on the Dynojet. So if your car is making peak power at 5800rpms on the Dynapack, you'll see about 5500rpms peak on the Dynojet. This seems to hold true for about every dynapack vs dynojet plot I've seen for the same car. SCC magazine had a great article last year on this where they were testing a Ford Ranger on multiple dynos. Dynapacks are brake dynos so you can manipulate the numbers far easier because you can vary the load unlike the Dynojet. Brake dynos are actually better for tuning since you can vary the load.
Yup.. that's also what I've taken from everything I've read about them.... keep in mind the crap that they told me up there was from the goons mounting the cars on the dyno and not the ones actually running it.
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