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supernova_6969

Compare your Dyno sheets HERE

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Hey guys.

 

I'm a whore for data/info. I was wondering if those of us who have put their cars on dynos could share the results. I'm curious to see what kinds of mods give what kind of power, and what kind torque curves, how soon power comes, etc....

 

HOWEVER, to make certain this thread is not simple dyno sheet porn/bragging (which is not a problem here, porn and brag all you want. that's PART of the fun), I'd like to put some rule that will actually make the thread useful and easier to read....

 

1. L28e blocks only. i'm curious about other engines but the second people post l24, or rb engines, the whole thread will loose focus. OVERSIZED L28 welcomed (strokers and bored engines, for e.g.).

 

2. Each posted sheet must be accompanied by the following info, in the following format (make certain you kindof get it right, but let's not go overboard about the form here):

 

1- car: year, model.

2- State of the engine: stock, stock rebuilt, slight mods, heavy mods, total-batshit-crazy-overboard-modded...

3- peak power @ RPM + boost level (PSI) if applicable

4- peak torque @ RPM + boost level (PSI) if applicable

5- short list of relevant mods if applicable, INCLUDING: fuel/ignition management, high compression pistons, turbo size/type, piston oversize and whatever else you did that could make a difference. for parts that are standards and don't really contribute like intercoolers and oil pumps and what not, no need for details. For other mods, like a crazy-fucked-up-pink-shifter-with-part-of-christian-relic-inbeded, well, if it doesn't add hp, don't list it.

6- anything else you feel might HELP OR HINDER your hp figures, like for my car, it's got a megasquirt with a tune that my 5 year old probably could improve, so yeah, that does not help. IF your engine is stock, please write the mileage here! it'd be fun to see how much mileage has eaten how many hp.

7- anything else that's interesting about your engine that can have an impact on the topic.

*post dyno sheet*

if you actually have a paper sheet, just take a photo with your cell phone or something, and post it. just make certain it's clear. if you don't have a sheet, just the numbers, well that's not as cool, but still interesting. post it!

 

Comment posts ARE welcomed. I mean, i'm doing this so we can look at the dyno results and then talk about them... just make certain you don't post a sheet and a comment in the same post, i guess, to keep things clean. don't be afraid to post a sheet, then comment on whatever else in another, immediate post (like, two in a row).

 

oh yeah! all dynos are different, there are different types, and some have to be corrected for altitude and all that. yeah, yeah, sure... that's 100% right. but I'm not doing this to compare who'd got the biggest dic... ah, HP numbers! this is only to get ballpark ideas of what mods give what kind of power.

 

All right guys. go for it!

 

Seb.

 

PS: if you have a pre- mod sheet and a post- mod DYNO result sheet, you AUTOMATICALLY become king of the thread. there may be more than one king. deal with it.

Edited by supernova_6969

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For example, my car would be something like this (if I had a dyno sheet to show).

 

1. lame (in the litteral sense) 1983 280zx

2. engine: rebuilt L28 with turbo

3. Peak HP: +-200 @ 4500RPM @ 10 lbs boost (never tested, so I'm just guessing)

4. Peak TQ: one million torques  @ 15 000 RPM @ 100 PSI (I really have no idea of the real figure)

5. The engine was stock rebuilt by the previous owner with pistons with slightly higher compression (no idea of the figure), a t03-t4 turbo with intercooler and megasquirt II.  stock intake and exhaust manifold.  3 inch pipe from turbo to cherry bomb-type exhaust. 

6. I have a number of issues; the MSII is poorly tuned and I currently have wildly rich A/F ratios (idles at 12-13, goes down to 9-10 under hard boost), I suspect some of my injectors are not woring properly, I know that some of the plugs are fouled (from the suspected bad injectors).  I have some unknown issue that sometimes makes the car lose/gain/loose/gain boost... i think I have misfires under WOT ( I hope it's not pinging)

7.  turbo starts spooling and creating slight boost around 2900 RPM.  Full boost achieved around 3200-3300 RPM. Engine won't really rev past 5000 RPM, due to poor tunning. it's really lame until I hit boost.  like, slower than my 2006 mazda 3 (which is quite zippy. though).

 

and here I would post my underwhelming dyno sheet, as a JPG, for all to ridicule or cry about.  :-)

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Here is the first iteration of my turbo car:

 

- Stock L28ET long block with stock hydraulic cam and lifters

- Stock turbo

- Frount mounted Spearco intercooler

- Wolf 3D EMS with direct fire ignition (RX7 coil packs)

- Custom 2.5" down pipe with 2.5" exhaust and Borla turbo muffler

- 12psi boost

 

Attached dynoplot tells the rest of the story.

post-274-0-87169600-1443019552_thumb.jpg

Edited by z-ya

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Hi! Thanks for posting. Impressive numbers with a mostly stock settup.

Quick questions...

-With 12 psi, did you do anything to manage fuel, prevent starvation and all?

-with the stock turbo at what rpm does it start to spool, and at what rpm does it hit full boost?

Thanks!

Edited by supernova_6969

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Ok....

 

Here is my motor prior to May.

 

The setup

 

1975 N42/N42 bone stock

Megasquirt 3Pro for the brains

LS1 coils for coil on plug

Custom Intake from the group buy (Would be great for a turbo build but is just meh for NA as the runners ended up being too short, though it flowed well)

44LB RC Injectors (will be playing with E85 next year).

83 optical cam sensor for cam trigger so I could run full sequential injection and spark

MSA 6-1 header with 2.5 inch exhaust

 

With this Setup we were at 158hp...

 

The Bad

 

Just before Solo Nationals we put it back on the Dyno to try and figure out why it felt so down on power.  only 112hp...  we got it up to 141hp and called it good enough to race...

 

#4 cylinder is down to 110psi where the rest of the cylinders are at 160~170.  Put a little oil in the number 4 cylinder and compression was 210psi so it is the rings.

 

75n42n42.jpg

Edited by Kirkster

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Hi! Thanks for posting. Impressive numbers with a mostly stock settup.

Quick questions...

-With 12 psi, did you do anything to manage fuel, prevent starvation and all?

-with the stock turbo at what rpm does it start to spool, and at what rpm does it hit full boost?

Thanks!

 

It has a fully programmable ECU. I tuned it at all load/RPM points on the fuel map. I also tuned the ignition timing across the entire RPM and load range. Also used was an aftermarket FPR and a Bosch fuel pump.

 

You can see where it hits full boost on the dyno plot (hint, 3250RPM).

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Here is another one:

 

- L28 with flat top pistons

- Mild cam (460/280)

- No head work

- Header, 2.5" exhaust

- Dual throttle bodies with SU manifold

- Megasquirt with EDIS ignition

 

The dotted plot was with a stock 280Z intake manifold. So about 11HP gain with the dual throttle body setup.

post-274-0-38199700-1443033139_thumb.jpg

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Ok I'll play... not a turbo but you said it was L28's only.

 

 

1976 280Z

 

L28 F54 BLOCK BIG BORE - REBELLO 3.0L CAST KIT (Pistons Cast 89mm | 240z Prepped Rods)

P90 CYLINDER HEAD WITH STREET PORT

REBELLO CAM 279/.487

MSA 6-2-1 HEADERS 2.5"

ELECTROMOTIVE XDI IGNITION

10LB FLYWHEEL

DCOE 45'S - (End of day settings at dyno shop - 38mm Choke | 145 MAIN | 160 AIR | 65F9 IDLE | F11 )

KAMEARI INTAKE

 

Dyno sheet from Rebello doesnt match up to what I produced, but it was his induction system and exhaust and at Flywheel not at wheels which mine was. Also the AFR's on this were not good when I was dyno tuning it for a day as you can see. Its been corrected some what, but I need another day. Those AFR's should be a lot more flat it was a good first idea to what i got. They also couldnt figure out where timing should be. I have corrected on my own due to research, and been to a drag strip, but need to have it re-dyno'd at some point. Long list of to do's, but this engine is going away late next year anyways..

post-35613-0-28569200-1444621965_thumb.jpg

post-35613-0-80970000-1444621969_thumb.jpg

Edited by AZGhost623

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It has been quite a while since I posted on hybridZ.. good to be back..

 

1- My Z is a 77 with a L28ET

2- Motor is a stock bore L28ET with JE pistons. I am running NA-a cam , ported intake manifold with the 65mm Weber TB and I ported ever living crap out of my exhaust manifold.

3- peak power was 385 to the wheels at 17-18psi and expect around 400 at 20psi

4- peak torque @ 390 to the wheels at same boost pressure and expect a little over at 20psi.

5-  I am running Megasquirt 1 V3.  440CC MK3 supra injectors with a Pallnet fuel rail. Garrett T3/T4 50 trim turbo. 3" turbo back exhaust and 12X24X3 front mount Intercooler. Tial 38MM external gate. I modified the stock exhaust manifold and welded a uptube at the turbo collector to bring the gate to where I wanted it.

6- Porting the exhaust manifold helped the HP up top a good bit.. Also with the NA-A cam I am able to make power all the way to 6500 and still have plenty of power down low. I get 20psi right around 3Krpms, Port matching the exhaust housing of the turbo and the intake manifold helped as well..

med_scan00033.jpg

Edited by wigenOut-S30

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So here is the info on the Rebello 3.2L race motor being shipped to me next week:

 

  • N42 head
  • N42 block
  • Triple 44mm Mikunis (40mm venture/pilot 52.5/air-210/mains - 175)
  • 50mm stacks and ITG single piece air filter
  • Fuel pressure: 4psi
  • Fuel - 110 race gas
  • Cam - 325-9C rebello (I: 170/E: 148)
  • Plugs - NGK BR10EG
  • Timing: 34 degrees
  • Comp header
  • 3" exhaust (no muffler on race car)
  • Max [email protected] - 358.6 at 6900rpm
  • Max [email protected] - 309.4 at 4948rpm
  • Tranny - 1980ZX 5-spd w/AR Z race flywheel (11lbs) or 1977 Datsun/Preston dog leg-dog ring 5-spd w/Quarter Master flex plate (4lbs)
  • Diff - R180 4:38 w/Quaife or R190 4:44 LSD or R200 3:90 LSD
  • 1972 Bob Sharp Racing clone (pic attached)

 

post-311-0-18927500-1449089871_thumb.jpg

post-311-0-44572000-1449089896_thumb.jpg

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Hey guys.

So i was rummaging through my cars glove box and i found this dyno sheet fron the previous owner... From what he had told me whe. I bought it the car was stock except for msII and a bigger turbo. Here is the info i guess, to follow my own rukes.

 

1- 280zx 1983

2- Stock engine with megasquirt II and T3/T4 turbo

3-235hp @ 5000rpm @ 8-10lbs boost not sure then.. Thats now)

4-265ft/lbs @ 4400rpm @ 8-10lbs boost not sure then.. Thats now)

5- msII, dyno tuned..

6- nothing i could tell

7- I think that engine was on its third body. No idea of mileage.

 

post-49697-0-39421700-1454076669_thumb.jpg

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So here is the info on the Rebello 3.2L race motor being shipped to me next week:

 

  • N42 head
  • N42 block
  • Triple 44mm Mikunis (40mm venture/pilot 52.5/air-210/mains - 175)
  • 50mm stacks and ITG single piece air filter
  • Fuel pressure: 4psi
  • Fuel - 110 race gas
  • Cam - 325-9C rebello (I: 170/E: 148)
  • Plugs - NGK BR10EG
  • Timing: 34 degrees
  • Comp header
  • 3" exhaust (no muffler on race car)
  • Max [email protected] - 358.6 at 6900rpm
  • Max [email protected] - 309.4 at 4948rpm
  • Tranny - 1980ZX 5-spd w/AR Z race flywheel (11lbs) or 1977 Datsun/Preston dog leg-dog ring 5-spd w/Quarter Master flex plate (4lbs)
  • Diff - R180 4:38 w/Quaife or R190 4:44 LSD or R200 3:90 LSD
  • 1972 Bob Sharp Racing clone (pic attached)

 

 

 

Healthy motor for sure!  Do you have any plans to run it on a chassis dyno once installed?  I'm always interested in the losses from engine dyno to chassis.  When I ran my old stroker back in '97, it made about 220-225 on the engine dyno, (still have the printout like yours somewhere).  RWHP ended up being just over 180 if I recall, maybe 185 rwhp? 

 Makes me wonder if you'd break 300 at the tires?  I think there are some rebello stroker combos out there that did hit in the 290 rwhp range.  The stroker I have now is 255 rwhp with the Sunbelt head.  It was Dan Baldwin's old setup, so I'd have to fish through his posts to find the graph. 

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L28ET
Stock T3
Full exhaust
800cc injectors
Walbro 255 Fuel Pump
Megasquirt
evo 8 intercooler
 
Peak power 270rwhp @4500 10-12ish psi, we did clean up the top end a little later on, but I don't have that chart. Based on feel, power stayed pretty flat from 4k-6k.
Peak torque 340rwtq @ 3800 18ish psi
 
These results were corrected for atmospheric conditions, measured, with no correction was about 20 lower for both numbers.
 
XRPXdR3.jpg
 
At this time the turbo was in very poor shape, it made noises on boost that a turbo should not make. About 4 months later it got so bad that you could look at the compressor nut and rev it and see the wobble, it was bad. This was about all the boost it would make,we kept turning it up until it wasn't really going up any more.
 
In this configuration it ran 12.6 at 108mph in the 1/4 mile at about 500ft elevation, that was with a 'soft' launch on street tires, with a best 60' of around 1.79sec. On drag tires with a 2 step I think it would have either broken axles or gone 12.0-12.3ish. Weight without driver was around 2550.
https://www.youtube.com/watch?v=qHhqUfYoh0k

 

3rd run is the best by far

Edited by letitsnow

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let it snow..

 

so, you essentially have a stock engine and a stock turbo, tuned up with a megasquirt and bigger injectors, and you got these amasing results?  that is wicked. 

 

I like how the torque comes on strong all the way from 1700 rpm.  I've been looking for a set up that has that type of curve.  I have a t3-t4 that is only fully spooled around 3000 rpm, which makes everything under there a little underwhelming.  

 

quick question, why do you have different psi for peak torque and power?  is it that you maxed power at 12 psi, and got more torque until 18, or am I misunderstanding something?

 

thanks!

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hey Xnke.

 

Do you mean that as the RPM rises, the boost diminishes cause the engine breathes in so much air that the turbine can't give enough to maintain high boost?  Would that be possible between 3800 and 4500 only (not even 1000 rpm, for a very significant drop in boost)?

 

thanks!

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Here is tooquick260 last dyno pull.

 

We just went through the motor and are working on the tune. Re-used the 260 block and bored out for 280zx pistons and crank. As the donor motors parts looked better. So new piston rings, bearings, ARP bolts, cometic head gasket 4 mil to get the compression back down to 8.4 from 9.0.

 

Issue in dyno time was loosing signal from TPS and turbo not holding boost. We could only get it to hold 11lbs boost and would put down 210 hp and 229 tq. Not bad but 2014 we pulled 289 hp and 309tq but ended up roasting the bearings and losing the motor. Me the tuner was trying to get more with timing and went totally the wrong way and the knock started.

 

The stock turbo as most have experienced cant hold the pressure as the internal waste gate spring just is not sufficient. We went up to 18 lbs of boost but at about 3600 rpm , 18 lbs would show and then drop right off to 12 lbs boost and fluctuate between 10 and 12 lbs. Watching the graph on playback would show 268 hp 292 tq for an instant then fall off.

 

So here is the best with did with nothing going crazy. 224 hp at 4700 rpm, 255 tq at 4500 rpm

 

Parts and pieces:

P90 head with a Schneider Stage 1 cam

260z block bored for 280z pistons

MS3Pro ecu

500cc injectors

msd electric fuel pump

AEM TruBoost Controller

stock turbo T3

stock turbo intake

stock turbo exhaust manifold

2 1/2 down pipe and exhaust through generic round muffler 2 1/2 inch inlet 4 inch outlet

Intercooler

ACT type stage II clutch

S15 6 speed tranny

Q45 3.53 rear diff

 

 

 

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post-41758-0-21859800-1457208634_thumb.jpg

post-41758-0-52382300-1457208648_thumb.jpg

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blackbell...

 

so you are saying that the issue is not so much that the compressor can't flow enough, but hat the wastegate isn't strong enough to sustain that much boost...

 

would'nt that be very simply resolved by having a boost controller valve?  the stock wastegate actuator wouldn't ever see boost until it would get hit with the full whatever boost you choose, which would open it right away?

 

anyone to weight in on this?  with info or some personal experience?

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blackbell...

 

so you are saying that the issue is not so much that the compressor can't flow enough, but hat the wastegate isn't strong enough to sustain that much boost...

 

would'nt that be very simply resolved by having a boost controller valve?  the stock wastegate actuator wouldn't ever see boost until it would get hit with the full whatever boost you choose, which would open it right away?

 

anyone to weight in on this?  with info or some personal experience?

 

Take a look through this thread, especially Tony's comments in the 4th post...

http://forums.hybridz.org/topic/77587-what-is-compressor-surge-explanation-within/?hl=stonewall&do=findComment&comment=738318

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Mmmm. I know im highjacking my own thread here with this train of thought, but i'll entretain it so we can close the case...

So from the thread timz mentionned, seems like i was suggesting that the turbo hit its stonewall (too much engine flow for the turbo size, essentially). But i'm not certain that's the only thing you were pointing out, although i don't understand how surge would happen at wot while on the dyno.. I think i'm missing the point i'm supposed to get.

Still talking about how blackbell's post talks about a car boosting 18psi 'till 3500rpm, then loosing boost to 10-12 psi. I don't get how a weak spring would allow going to 18 in the first place (maybe overboost, but not by 6psi?)and how a boost controler couldn't just deal with the wastegate problem...

Please illuminate me. :-)

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hey Xnke.

 

Do you mean that as the RPM rises, the boost diminishes cause the engine breathes in so much air that the turbine can't give enough to maintain high boost?  Would that be possible between 3800 and 4500 only (not even 1000 rpm, for a very significant drop in boost)?

 

thanks!

Yes, exactly that.

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Mmmm. I know im highjacking my own thread here with this train of thought, but i'll entretain it so we can close the case...

So from the thread timz mentionned, seems like i was suggesting that the turbo hit its stonewall (too much engine flow for the turbo size, essentially). But i'm not certain that's the only thing you were pointing out, although i don't understand how surge would happen at wot while on the dyno.. I think i'm missing the point i'm supposed to get.

Still talking about how blackbell's post talks about a car boosting 18psi 'till 3500rpm, then loosing boost to 10-12 psi. I don't get how a weak spring would allow going to 18 in the first place (maybe overboost, but not by 6psi?)and how a boost controler couldn't just deal with the wastegate problem...

Please illuminate me. :-)

Yes - it was the stonewall part, same as Xnke mentioned.  

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