cool; thanks...

Again, those are some serious numbers on a Mustang dyno; I wonder how much wtq you'd have now on a Dynojet...

 

we are pleased as well..however, I just have to do my job and drive well tonight to see if how much we improve on our ET's.

 

right, OKIX, 5psi is just a SMALL gain. If that's small, I'd hate to see you make "BIG" adjustments.

 

OKIX, so how did it go at the track tonight? I am guessing you were trapping like 126mph with your new dyno numbers...



got 10's?

 

which hotside is everyone using single puck or dual puck wastegate

 

single. That's how FP builds them, unless you send them something else.

 

I wish I had solid results, but NOT! In a nutshell: Track sucked for first 4 hours. Same tires before hooked up at 32psi, ran 3 1.60 60ft, avg mph at 1/8th were about 92.5 to 93.5. Last night, car LIT the tires up continuously. Not just us, but everyone was complaining in the lanes. Through each run, I was continuously lowering tire psi, until I was at 20psi, still no hook up. 60fts were 1.83+ at BEST. As a final step, I lowered 2 step by 300rpms and FINALLY, it BOGGED. Next run I put 2step back up, and we got 11.41 with a 1.8 60ft. Now, best 1/8th speed was up to 96.7 and best mph was up to 122.97, but time wasn't better than before, but if 60ft's had been better, so would the timeslip. I failed to mention that I changed the MIVEC to see if mph was up, but inconclusive because of traction. I decided to put MIVEC back to my original settings, which we hadn't run all night. Again, mph was lower, BUT we got the best time of the night. 92.8 mph 1/8th, 1.72 60ft, and 11.35 et. Don't know what to think, but I do know that the track officials warned OKIX just before the 11.41 run to slow down, or he was gone (No rollbar), so guess what, he went 11.35.....SEE YA. Now, no go until a roll bar. Disappointing, but if it was easy, we probably wouldn't be doing it. I do believe however that his best MIVEC maps are probably a combination of what I used previously, and the new settings. Launch at 6469 RPM makes the cam timing a little different than just daily driving maps. Any ideas anyone. Warrtalon, I would appreciate your response. I could care less about any sugar coating.

 

I will be running a GM MAF setup

 

Mivec means nothing unless it is set up in corelation to iginition timing

When you change one you typically have to change the other when you are trying to achive peak tq

The best way to map all of this is on a good load bearing dyno to see how the changes effect peak tq in each rpm section

 

how much are all the parts to do this conversion to the GM MAF set-up?

 

Thanks for the response Al. As for the peak tq in relation to each rpm range, that's actually precisely what I did in 3 different 2hour sessions on the dyno. I guess that's why I ended up with such a high wtq vs whp. Those sessions seemed to 'move' a ripple in the whp further and further up the rpm range, until it was finally gone. I realize, however, that just simply moving a dip in whp, doesn't necessarily mean that the 'entire curve' is proper. I'm considering lowering the boost and remapping the timing. Local dyno has just been sold, ALREADY, and owner is changing profession to Hong Kong Real Estate. He's from Hong Kong, but I hate to see a good tool leave OKC. Anyway, I've got access free of charge until it's moved, but not much time to do it.

 

Thats what we were worried about!!! I thought they were OK with you guys?

 

I found some used deals, but if you purchase everything new you would probably expect to pay around $500 for everything. I think Dejon charges $300 for the MAF and translator, then you have to buy their UICP and an intake.

 

Got a link???

Anyway, whats the power potential with this set-up?

 

Not much if any on a stock turbo

I have tuned several cars with one MAP translator or another - we are talking only 5 - 10 whp gains at 300 whp level by removing the stock maf

AL