protejay

Posted something similar on the Escort board, so i thought i'd summarize results in one thread here as well.......

my first was on a Dyno Dynamics dyno at sea level. all stock motor with ~196K, original cat, o2 sensor, rusted out exhaust, etc. also had old Bosch platinum plugs:

1) 96hp @ 6020rpm

that same day i had the dyno shop install a new cat and the pacesetter catback. so ~2 hours later it was back on the dyno:

2) 99hp @ 5440rpm with decent 4hp gains at several rpm points

this past october i was able to dyno some mods on a Mustang dynanometer at ~2000ft elevation. the engine had 206K with 'newer' plugs/wires and Redline synthetics. we first did a baseline:
(all the following are UNCORRECTED numbers)

3) 107.5hp @ 6250rpm
103.1ftlbs @ 4750rpm

next i removed the stock airbox with its attached 'plumbing' and replaced the stock meter with an RX7 meter, HKS adaptor, and cone filter. NOTE - i DID NOT remove/replace the resonator box or any of the stock tubing that lies in between the VAF and throttle body. we tuned the RX7 VAF and got

4) 114.3hp @ 6500rpm
106.4ftlbs @ 4750rpm

7hp gain!! and now making peak power at the factory's rating...6500rpm....engine should have come with this meter. nice gains everywhere, some no doubt simply because of removing the restrictive intake box/plumbing.

next we advanced the timing to ~12 degrees:

5) 115.6hp @ 6500rpm
107.4ftlbs @ 4750rpm

this made the torque curve look really nice.

in december w/208K i was able to make it to the same shop to dyno the Genie headers

6) 122.8hp @ 6500rpm
113.3ftlbs @ 4500rpm

the gains were the best of both worlds - in the heart of the torque curve AND at high rpm!

we dynoed the adjustable cam gears as well but ended up losing power when retarding the exhaust cam. there *may be* some power to find in advancing the intake cam, but didn't have time to try it...

all in all i figure these mods netted ~20 peak hp. the dyno's definitely give a good indication of what each mod does.

now what i'd REALLY like to see - since he has hinted at it - is beachnut's dyno of his 94 with all the stock intake stuff - box, plumbing, meter... it'd be great to see what your intake does - a before and after. the 94 having the 'header' exhaust and 9.0:1 pistons would make for an interesting baseline comparison. THEN put on your new intake tube, RX7 VAF and PRM and see what you get In fact, maybe the dyno shop would let you change out the stock stuff after your baseline and then test it again with your 'redone' intake - as mine did.

beachnut

hehe, your wish is my command! ... although it might be difficult for me to dyno it back to back on the same day. I need to *tune* the VAF and all. I could probably do it, but I hadn't planned to.

I think we'll see some some gain - I know I could feel it when I had the PRM on the first time, however we all know the 'butt-dyno' isn't very accurate.

Identity_X

Thanks for the info Jason!

Those numbers look impressive. Especially the header and the 7 hp gain for the RX-7 VAF !! Now I am happy because I got my RX-7 VAF yesterday..........just have to install it

So.........what's next ?

beachnut

Ok, the news is in! I had my very first dyno ever today - interesting experience, lol I'll try to post the chart tomorrow, but for now here's the results. This is at ~158K miles, stock airbox w/ a K+N dropin filter, a leaky intake tube and crankcase hose, and my Borla muffler. It was on a Dynojet at sea level. I'm approximating the rpm ratings as best I can:

Run 1) 109.5hp @ 6250rpm
105.5ftlbs @ 4250rpm

Run 3) 110.2hp @ 6250rpm
106.6hp @ 4250rpm

Run #2 was ~108 iirc and it was performed in 3rd gear, the others in 4th.

My next dyno will be after I get the RX-7 VAF, PRM intake, and custom tubing installed.

protejay

hmmm...hard to say. i do have that 1.6 fidanza miata flywheel and clutch kit still sitting around - and i really really DO want to find a way to get it installed.

also have the VICS manifold from the sephia - one day when i've got the time i'd like to clean it up and see if it will install on the 1st gen 1.8. i don't really expect to see any gain - maybe more torque??? - but it'd be a fun experiment; and if nothing else will give me the reason to take off my stock manifold and clean it as well. i'm SURE it could use it as it has NEVER been cleaned

and who knows - maybe down the road a Whipple supercharger with integrated intercooler/intake manifold from FM

protejay

sounds/looks healthy for an lx pro
the chart will especially be interesting to compare....
and now once you get the intake completely changed out, we'll finally have some real figures of what kind of difference it makes.
man...its fun going to the dyno

lukasz70

how much does doing dyno cost?

beachnut

The shop here charges $75 for one hour, but ~10-15 minutes of that is time for setting up. It's plenty of time to do three pulls though.

beachnut

Here's my dyno chart. Not sure what was going on at 3K RPM? The guy at the shop said that the small spikes at 4,300 and 5,100 were either spark knock or timing. I was running 87 octane.

scottie855

What gear were you in?

other then that good job, so what do you have done to the old pro?

beachnut

You think so? Or are you just messin' with me Jesse?!

You've looked at lots of these charts - is there something here I'm missing?

beachnut

Protejay (Jason) asked me to post his four dyno charts for him ... enjoy!

Maz94Protege

mine, Stock Engine with INtake Adapter and Filter with Arospeed Axleback Exhaust was rated at 96.4 Hp at wheels in 4th gear. Lemme find the printout and ill post the RPM rating. but i think thats pretty good for an almost stock engine. Yet again i have the SOHC engine.

protejay

Thanks again Scott for posting the 4 charts!

If you'll notice on the Genie header chart, the power takes a significant dive after torque peak...4500rpm....then starts gaining again. I'm guessing that its mainly caused by the turbulence from VICS switchover @ 5000rpm - whenever i slowly rev in either 1st or 2nd gear, i can definitely tell a hesitation in the engine's power delivery right around 5000rpm...

Also for anyone who'd like to humor me; since torque peak is @ 4500 rpm, why not have VICS switch to the short, large runners right afterwards? In other words, there seems to be no point in continuing to route the air through the longer runners *after* torque peak....if i ever were to get a rpm activated switch for VICS, that seems like it'd be a good idea...?

protejay

Thanks Jesse for the info....makes complete sense