|
Test Information: |
|
|
|
|
|
|
|
|
|
|||||||||||
|
File Name: |
6cyl 193 Stude Flathead |
|
|
|
|
|
|
|
||||||||||||
|
Data Page: |
Corrected Power |
|
|
|
|
|
|
|
||||||||||||
|
Date Saved: |
Jun 8, 2005 |
|
|
|
|
|
|
|
|
|||||||||||
|
Test Description: |
|
|
|
|
|
|
|
|
|
|||||||||||
|
*** PROFIL TER |
|
|
|
|
|
|
|
|
|
|||||||||||
|
*** PROCESSED Data |
|
|
|
|
|
|
|
|
|
|||||||||||
|
*** Created 06/08/05 |
|
|
|
|
|
|
||||||||||||||
|
*** Created from: 6cyl193 Stude4 |
|
|
|
|
|
|
|
|
||||||||||||
|
Changes from previous test; 22 timing |
|
|
|
|
|
|
|
|
||||||||||||
|
EngSpd |
STPTrq |
STPPwr |
BSFC |
Ful1+2 |
Air1+2 |
A/F |
|
BoostP |
VolEff |
|||||||||||
|
RPM |
Clb-ft |
CHp |
Ib/hph |
Ibs/hr |
|
SCFM |
Ratio |
+30p |
% |
|||||||||||
|
2,800** |
234.8 |
125.2 |
0.658 |
74.6 |
|
178 |
10.9 |
|
7.7 |
124.0 |
||||||||||
|
2,900 |
228.1 |
125.9 |
0.632 |
7210 |
|
176 |
11.2 |
|
7.7 |
118.8 |
||||||||||
|
3,000 |
224.3 |
128.1 |
0.639 |
74.0 |
|
178 |
11.0 |
|
7.6 |
116.2 |
||||||||||
|
3,100 |
222.4 |
131.3 |
0.659 |
78.2 |
|
183 |
10.7 |
|
7.6 |
115.2 |
||||||||||
|
3,200 |
223.4 |
136.1 |
0.673 |
82.7 |
|
189 |
10.4 |
|
7.6 |
115.5 |
||||||||||
|
3,300 |
227.4 |
142.9 |
0.677 |
87.4 |
|
198 |
10.3 |
|
8.0 |
117.4 |
||||||||||
|
3.400 |
234.4 |
151.7 |
0.669 |
91.7 |
|
210 |
10.5 |
|
8.9 |
121.0 |
||||||||||
|
3,500 |
243.3 |
162.1 |
0.656 |
96.1 |
|
226 |
10.7 |
|
10.2 |
126.1 |
||||||||||
|
3,600 |
251.2 |
172.2 |
0.649 |
100.9 |
|
242 |
10.9 |
|
11.5 |
131.2 |
||||||||||
|
3,700 |
261.0 |
183.9 |
0.641 |
106.5 |
|
259 |
11.1 |
|
13.0 |
137.0 |
||||||||||
|
3,800 |
271.9 |
196.7 |
0.634 |
112.7 |
|
278 |
11.2 |
|
14.4 |
143.1 |
||||||||||
|
3,900 |
280.7 |
208.5 |
0.630 |
116.6 |
|
295 |
11.3 |
|
15.5 |
147.9 |
||||||||||
|
4,000 |
286.7 |
218.3 |
0.627 |
123.6 |
|
310 |
11.4 |
|
16.3 |
151.6 |
||||||||||
|
4,100 |
288.7 |
. 225.4 |
0.624 |
127.1 |
|
322 |
11.5 |
|
16.7 |
153.3 |
||||||||||
|
4,200 |
286.8 |
229.4 |
0.626 |
129.6 |
|
331 |
11.6 |
|
17.0 |
154.0 |
||||||||||
|
4,300 |
283.0 |
231.7 |
0.628 |
131.3 |
|
338 |
11.7 |
|
17.2 |
153.6 |
||||||||||
|
4,400 |
278.2 |
233.1 |
0.630 |
132.5 |
|
342 |
11.8 |
|
17.2 |
152.1 |
||||||||||
|
4,500 |
272.4 |
233.4 |
0.634 |
133.6 |
|
344 |
11.8 |
|
17.3 |
149.6 |
||||||||||
|
4,600** |
263.7 |
230.9 |
0.647 |
134.7 |
|
343 |
11.6 |
|
17.2 |
145.8 |
||||||||||
|
4,700 |
253.0 |
226.4 |
0.664 |
135.4 |
|
340 |
11.5 |
|
17.1 |
141.5 |
||||||||||
|
4,800 |
242.3 |
221.4 |
0.679 |
135.3 |
|
338 |
11.4 |
|
17.0 |
137.7 |
||||||||||
|
Avg** |
|
|
|
|
|
|
|
|
|
|
||||||||||
|
3,700 |
255.9 |
182.5 |
0.644 |
105.7 |
|
260 |
11.1 |
|
12.6 |
135.4 |
||||||||||
|
|
|
|
|
|
|
|
|
|||||||||||||
|
Data Page: |
Torque and Power |
|
|
|
|
|
|
|||||||||||||
|
EngSpd |
EngTrq |
EngPwr |
Fuel1 M |
BoostP |
LamAF1 |
FuelP |
Oil_P |
Man_P |
|
|||||||||||
|
RPM |
Ibs-ft |
Hp |
Ibs/hr |
+30p |
Ratio |
0-300p |
0-150p |
InHg |
|
|||||||||||
|
2,800** |
212.4 |
113.3 |
0.0 |
7.7 |
18.9 |
6.2 |
27.4 |
-0.3 |
|
|||||||||||
|
2,900 |
206.2 |
113.8 |
0.0 |
7.7 |
18.9 |
6.1 |
27.4 |
-0.4 |
|
|||||||||||
|
3,000 |
202.6 |
115.7 |
0.0 |
7.6 |
18.9 |
6.1 |
27.5 |
-0.6 |
|
|||||||||||
|
3,100 |
200.8 |
118.5 |
0.0 |
7.6 |
18.9 |
6.1 |
27.7 |
-0.6 |
|
|||||||||||
|
3,200 |
201.7 |
122.9 |
0.0 |
7.6 |
18.9 |
6.1 |
28.0 |
-0.6 |
|
|||||||||||
|
3,300 |
205.3 |
129.0 |
0.0 |
8.0 |
18.9 |
6.0 |
28.4 |
-0.4 |
|
|||||||||||
|
3,400 |
211.6 |
137.0 |
0.0 |
8.9 |
18.9 |
6.0 |
28.9 |
-0.4 |
|
|||||||||||
|
3,500 |
219.6 |
146.4 |
0.0 |
10.2 |
18.9 |
6.0 |
29.5 |
-0.4 |
|
|||||||||||
|
3,600 |
226.8 |
155.5 |
0.0 |
11.5 |
18.9 |
6.0 |
30.0 |
-0.4 |
|
|||||||||||
|
3,700 |
235.8 |
166.1 |
0.0 |
13.0 |
18.9 |
6.0 |
30.5 |
-0.3 |
|
|||||||||||
|
3,800 |
245.6 |
177.7 |
0.0 |
14.4 |
18.9 |
6.0 |
31.0 |
-0.3 |
|
|||||||||||
|
3,900 |
253.7 |
188.4 |
0.0 |
15.5 |
18.9 |
6.0 |
31.5 |
-0.4 |
|
|||||||||||
|
4,000 |
259.1 |
197.3 |
0.0 |
16.3 |
18.9 |
6.0 |
32.0 |
-0.6 |
|
|||||||||||
|
4,100 |
260.9 |
203.6 |
0.0 |
16.7 |
18.9 |
6.0 |
32.5 |
-0.6 |
|
|||||||||||
|
4,200 |
259.1 |
207.2 |
0.0 |
17.0 |
18.9 |
5.9 |
33.0 |
-0.6 |
|
|||||||||||
|
4,300 |
255.5 |
209.2 |
0.0 |
17.2 |
18.9 |
5.9 |
33.3 |
-0.6 |
|
|||||||||||
|
4,400 |
251.0 |
210.3 |
0.0 |
17.2 |
18.9 |
5.9 |
33.6 |
-0.6 |
|
|||||||||||
|
4,500 |
245.6 |
210.4 |
0.0 |
17.3 |
18.9 |
5.9 |
33.9 |
-0.6 |
|
|||||||||||
|
4,600** |
237.5 |
208.1 |
0.0 |
17.2 |
18.9 |
5.9 |
34.2 |
-0.6 |
|
|||||||||||
|
4,700 |
227.7 |
203.8 |
0.0 |
17.1 |
18.9 |
5.9 |
34.4 |
-0.6 |
|
|||||||||||
|
4,800 |
217.8 |
199.1 |
0.0 |
17.0 |
18.9 |
5.9 |
34.7 |
-0.4 |
|
|||||||||||
|
Avg** |
|
|
|
|
|
|
|
|
|
|||||||||||
|
3,700 |
231.1 |
164.7 |
0.0 |
12.6 |
18.9 |
6.0 |
30.5 |
-0.5 |
|
|||||||||||
Greg's Notes:
After looking at these tables, (and more dyno runs we did on 6/8/05) I'm
thinking that we should limit our boost to 12-15 pounds, richen up
the carb (maybe toss the Quadrajet and go with a Holley, about 600
cfm, and explore the distributor curve. We are using a stock
Chrysler distributor internals which certainly won't be helping
with retard at boost. The engine may then rev to 5200 rpm without
detonation.
Assuming a working rpm of 4800, we now need to figure the optimal rear-end
ratio. We have a 3.00:1 and a 2.80:1 rear ends.
The oil pressure didn't go up much, but I think we are getting a large
volume thru. I will adjust the preload on the relief valve, add some
type of oil cooler, and explore the oil line situation going to the
turbo. This is entirely open, and Corky Bell suggests that some type
of restrictor go in to bring the pressure down in the turbo. This
would bring pressure up in the rest of the engine. The oil pressure
readings are similar to those from last year, and when the engine was
inspected, there were no signs of inadequate lubrication. It will
also be time to shift to a multiviscosity synthetic oil.