Dyno Update (use for comparison)
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Dyno Update (use for comparison)
Conditions: 83 degrees, 62% humidity
Dyno: Extreme Motorsports Dynojet (SAE corrected)
Elevation: 500'
Car: 05 MR
Mods: MR DV, Hallman Pro MBC, S-AFC, 3" Cat-Back, K&N Panel Filter, 93 oct
Gear used: 3rd (4th gave erratic readings with more heatsoak and pulled timing - 273-275whp)
Best AWHP = 282.5
Best AWTQ = 273.1
Best dynograph = 282.5awhp/259.9awtq w/11.4-11.5 AFR across the board.
So, there ya go. These conditions were almost EXACTLY the same as when I ran my 12.2s and ~111mph (gear limited). The difference is that I ran those ets/mphs with 3gals of 104 unleaded mixed in with my 1/4 tank of 93oct. On straight 93 pump in these conditions, I ran consistent 12.6s (best of 12.64) with mph in the 107s, but with self-tuning nowhere near as good as what I did on the dyno. On the dyno, I was able to get my AFRs nice and smooth along with a linear timing advance that peaked at 19. On my 12.6 runs, I was blasting through the 1/8th, but then bogging down in 4th, because my timing was reaching 12 then not increasing (knock) at all through the traps, thus keeping my mph down and not matching my 1/8th-mile et/mph. When I got the 104 in there, I did much better with the tuning and was able to get smooth AFRs in addition to a very aggressive timing advance peaking at 22.
Anyway, use my 282/260 on a Dynojet as a reference point for running 12.6s at ~108 on 93oct in 80-degree weather with average launches (~1.75 60' stock clutch). This still supports my belief that I was putting down about 315-320 on my 12.2 runs that hit the rev limiter in 4th before the traps (thus the 110.7mph max).
Dyno: Extreme Motorsports Dynojet (SAE corrected)
Elevation: 500'
Car: 05 MR
Mods: MR DV, Hallman Pro MBC, S-AFC, 3" Cat-Back, K&N Panel Filter, 93 oct
Gear used: 3rd (4th gave erratic readings with more heatsoak and pulled timing - 273-275whp)
Best AWHP = 282.5
Best AWTQ = 273.1
Best dynograph = 282.5awhp/259.9awtq w/11.4-11.5 AFR across the board.
So, there ya go. These conditions were almost EXACTLY the same as when I ran my 12.2s and ~111mph (gear limited). The difference is that I ran those ets/mphs with 3gals of 104 unleaded mixed in with my 1/4 tank of 93oct. On straight 93 pump in these conditions, I ran consistent 12.6s (best of 12.64) with mph in the 107s, but with self-tuning nowhere near as good as what I did on the dyno. On the dyno, I was able to get my AFRs nice and smooth along with a linear timing advance that peaked at 19. On my 12.6 runs, I was blasting through the 1/8th, but then bogging down in 4th, because my timing was reaching 12 then not increasing (knock) at all through the traps, thus keeping my mph down and not matching my 1/8th-mile et/mph. When I got the 104 in there, I did much better with the tuning and was able to get smooth AFRs in addition to a very aggressive timing advance peaking at 22.
Anyway, use my 282/260 on a Dynojet as a reference point for running 12.6s at ~108 on 93oct in 80-degree weather with average launches (~1.75 60' stock clutch). This still supports my belief that I was putting down about 315-320 on my 12.2 runs that hit the rev limiter in 4th before the traps (thus the 110.7mph max).
Last edited by Warrtalon; Jul 24, 2005 at 09:38 AM.
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Joined: Jun 2004
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From: Long Island, NY
Originally Posted by DaWorstPlaya
Very impressive for a car that has all its emissions control system in place ... I would have loved to see what a stock MR pulled on this dyno ...
