Dyno Tune, A-OK

[FordNut]

Had it checked out again. Last time it was tuned was in Florida over a year ago. The transmission setup has changed and the tune was modified to accomodate the standalone transmission controller for the 4R100, but otherwise the tune and engine is the same as it was.

I wanted a worst case tune, just in case of bad gas. I always use 93 octane, usually from BP/Amoco. I topped off with about 5 gallons of 89 octane before I went to the dyno, so I had somewhere between 91 and 92 octane in the tank.

I wanted to make a couple of more mods before having it tuned, but my tuner is moving from North Georgia to Chicago next month, so I had to do it now.

New dyno numbers: 680 rwhp, 592 tq. Almost the same numbers I had before. I was ecstatic, because it means the engine is still in good shape.

Even more astounding, the power to the wheels is the same with the 4R100 as it was with the 4R70W. Many people claimed I would lose at least 20rwhp because the 4R100 is so much more inefficient than the 4R70W. The dyno don't lie!

Also, my tuner told me to put C16 in it and add 4-7 degrees of global spark and I'll easily pick up 30 hp or more. And another 30 hp or so is on the table when I change my CAI inlet from the 4" flex hose to 4-1/2" solid piping.

Only scary thing, first pull the fuel pressure was dropping at the top of the pull. Checked the BAP setting and it was at 10, so I cranked it all the way up. Next pull, fuel pump duty cycle was only 76%, fuel pressure steady. I was afraid I would have to switch to a return-style system, but it looks ok for now. If I change pulleys to up the boost or add nitrous, I'll have to upgrade the fuel system (again).

Oh, it was still making more power but it was just starting to level off at the top end of the pull (6800 rpm) so it could have made just a little bit more if we had raised the rev limiter and pulled again. Boost was about 17 psi. 15 degrees of timing.

Most of the tune changes were for part-throttle drivability, and it got noticeably better fuel mileage coming home. I'm happy!

[ntd]

great numbers:bows:, I see that your running cobra pumps do you think you could upgrade to gt pumps and gain some room to grow:dunno:

[FordNut]

Actually I already upgraded to twin GT pumps, haven't updated my garage in awhile.

[babbage]

Sounds like you are happy with the transmission. Glad it's worked out for you. How's the downshift at 50-60mph when you stab the go pedal?

What is "C16" duh?

[ntd]

dang, all thats really left is return style system

[FordNut]

Sounds like you are happy with the transmission. Glad it's worked out for you. How's the downshift at 50-60mph when you stab the go pedal?

What is "C16" duh?
Shifting is great. At light throttle, it's like a 5-speed manual. In 4th and locked up converter before 40 mph. With ridiculous power, you just don't have to stomp it. Roll into it so it doesn't downshift and the torque pins you back in the seat. Stomp it and it goes up in smoke.

C16 Race gas.

[FordNut]

dang, all thats really left is return style system

Yep, and since I want to stay returnless I won't be increasing the power very much. I was kind of hoping to have enough excess capacity to increase the crank pulley to a standard Cobra size instead of the 6.55" underdrive, but that will increase the boost about 4 lb and I don't have the fuel to support it. That would probably be too much boost for pump gas anyway.

[LANDY]

those are amazing numbers!
i like the trans set up from an f-150, something different.
i wonder what are the difference in the 4R70w and the 4R100.

[FordNut]

i wonder what are the difference in the 4R70w and the 4R100.

Huge difference. In weight, physical size, heat generation, power-handling capacity.

[offroadkarter]

Got a dyno sheet?


No video? :(

[mpearce]

Brian,

What wheel/tire combo are you using out back to put all that to the pavement? The almost 700 number is incredible...but how much do you have to baby that out of the hole at the track? Does it ever hook?

I'd immagine if it did, you'd easily be in the 10's on pump gas.

-Mat

[FordNut]

Got a dyno sheet?


No video? :(

No video. I'll see if I can scan the sheet.

[LANDY]

Huge difference. In weight, physical size, heat generation, power-handling capacity.
i asume is greater in all those aspects. Right?

[Glenn]

Great Job - Congrats on an impressive and strong Engine. Now let's get to the track and see some 10s. Ooops - cage time!

Glenn Ford :burnout:

[FordNut]

Brian,

What wheel/tire combo are you using out back to put all that to the pavement? The almost 700 number is incredible...but how much do you have to baby that out of the hole at the track? Does it ever hook?

I'd immagine if it did, you'd easily be in the 10's on pump gas.

-Mat

On the street, widened rims with Nitto 295's. On the track I have another set of widened rims with Nitto 305 DR's. It hasn't been to the track with DR's on with this setup. Last year with the same motor but a crippled 4R70W tranny and the Nitto 295 street tires it smoked them out of the hole. I let out and got back in it and it blasted off. Pulled a 2.1 sec 60' but still ran 11.6 in the 1/4 in full street trim. Trunk loaded, 93 octane pump gas, tires at full street pressure, weighed 4970 lb. I suspect it could run low 10's on slicks or maybe with M/T ET Street DR's but then I would need a cage.

[FordNut]

See how this looks...

I need to work on the trans tune a little bit, it wouldn't stay locked up when the rpm was lower, so we started the pull at 2k.

[dohc324ci]

Awesome numbers man! Congrats.

[offroadkarter]

running abit rich there?

Does your car have any traction on 295's or 305's? Cram some 315's back there!


And if you go back for a retune after you revamp your intake, please get a video! :D

[RR|Suki]

See how this looks...

I need to work on the trans tune a little bit, it wouldn't stay locked up when the rpm was lower, so we started the pull at 2k.

Nice numbers man, some "Pump Gas 4 Life" T-shirts are in order

[martyo]

Who did your tune and dyno pulls?

[FordNut]

Who did your tune and dyno pulls?

Tim. He worked from the Jerry tune I had, said the tune was spot on and didn't need anything at all up top. He made some changes to affect driveability and some part-throttle surging but didn't mess with the MAF transfer function at all. Reduced fuel a lot in the mid-range so now it's a lot less expensive to drive.

I talked to Jeff awhile, I gotta have one of those MO's Garage t-shirts!

[justbob]

Thats insane power!

[martyo]

I talked to Jeff awhile, I gotta have one of those MO's Garage t-shirts!

Order one up!

Did Jeff tell you about the new shop yet? Be warned, the MO's shirts will be in high demand!!!!

[dohc324ci]

Now that I know what I know now, Brian's setup/numbers are pretty AWESOME. IF my math is right 680(rwhp)*.22(AOD) is 830HP at the crank!

[Pops]

Order one up!

Did Jeff tell you about the new shop yet? Be warned, the MO's shirts will be in high demand!!!!

New Shop????

Hey you never gave me my plate when I was at your place. To much drool going on!!!!!!!!!!!

[Dennis Reinhart]

Had it checked out again. Last time it was tuned was at Dennis Reinharts by Jerry W over a year ago. The transmission setup has changed and the tune was modified to accomodate the standalone transmission controller for the 4R100, but otherwise the tune and engine is the same as it was.

I wanted a worst case tune, just in case of bad gas. I always use 93 octane, usually from BP/Amoco. I topped off with about 5 gallons of 89 octane before I went to the dyno, so I had somewhere between 91 and 92 octane in the tank.

I wanted to make a couple of more mods before having it tuned, but my tuner is moving from North Georgia to Chicago next month, so I had to do it now.

New dyno numbers: 680 rwhp, 592 tq. Almost the same numbers I had before. I was ecstatic, because it means the engine is still in good shape.

Even more astounding, the power to the wheels is the same with the 4R100 as it was with the 4R70W. Many people claimed I would lose at least 20rwhp because the 4R100 is so much more inefficient than the 4R70W. The dyno don't lie!

Also, my tuner told me to put C16 in it and add 4-7 degrees of global spark and I'll easily pick up 30 hp or more. And another 30 hp or so is on the table when I change my CAI inlet from the 4" flex hose to 4-1/2" solid piping.

Only scary thing, first pull the fuel pressure was dropping at the top of the pull. Checked the BAP setting and it was at 10, so I cranked it all the way up. Next pull, fuel pump duty cycle was only 76%, fuel pressure steady. I was afraid I would have to switch to a return-style system, but it looks ok for now. If I change pulleys to up the boost or add nitrous, I'll have to upgrade the fuel system (again).

Oh, it was still making more power but it was just starting to level off at the top end of the pull (6800 rpm) so it could have made just a little bit more if we had raised the rev limiter and pulled again. Boost was about 17 psi. 15 degrees of timing.

Most of the tune changes were for part-throttle drivability, and it got noticeably better fuel mileage coming home. I'm happy!

That's all that matters is your happy:beer:

[ntd]

Yep, and since I want to stay returnless I won't be increasing the power very much. I was kind of hoping to have enough excess capacity to increase the crank pulley to a standard Cobra size instead of the 6.55" underdrive, but that will increase the boost about 4 lb and I don't have the fuel to support it. That would probably be too much boost for pump gas anyway.

Just stumbled across this http://www.aeromotiveinc.com/products.php?prod=108 might give you a little more room to grow without going to return style fuel system.

[FordNut]

Just stumbled across this http://www.aeromotiveinc.com/products.php?prod=108 might give you a little more room to grow without going to return style fuel system.

Thanks, but I doubt it would make much difference for my setup. Current fuel system consists of:

10 ga wiring from fuse box to relay at BAP.
BAP wired to run full-time, pre-FPDM.
Upgraded wiring from BAP to FPDM.
Upgraded FPDM.
Upgraded wiring from FPDM to fuel pumps.
Twin GT supercar pumps.
Separate feed-thru fittings thru the hat.
Separate 5/16" lines to 2 separate filters.
Oversize filters.
5/16" lines from filters to Y-block.
1/2" hard line from Y-block to engine compartment.
-8 AN line from hard line to another Y-block.
2 separate -8 AN lines from Y-block to fuel rails.
Aftermarket fuel rails.
60 lb injectors.