Supercharged 3.0 Dyno results (Low Boost)
Posted: Sat Oct 08, 2005 3:45 pm
Today we dynoed SuperVerde and I am fairly happy with the results.
The 3.0 put out 205 horsepower at the wheels which equates to an honest 250 flywheel horsepower. This was with low boost (just over 5 psi) for it's trip to California where we can only buy 91 octane fuel. I am quite sure we could have bumped it up quite a bit higher if we were planning on 93 octane but that's for another day, better safe then sorry. Since this test was with a stock engine with slightly lower compression these results are the minimum a customer could expect.
We made a few pulls on the dyno. We checked it with timing at the factory setting, also at 6 degrees advanced which gave 2 less horsepower and 6 degrees retarded which gave 10 less horsepower. My father's prediction that the factory timing would be best was correct.
At the bottom of the dyno graph you can see the mixture was dead on target at 6000 rpm with an air fuel ratio of about 12.5:1. The graph also shows the great limitation of L-Jetronic. While we are able to get the full throttle mixture dead on at peak horsepower we can only move the whole fuel curve up or down. This means at full throttle it's way too rich at lower rpm. It ran super rich below 5000 rpm, about 10:1 and as rich as 9.5:1 down below 3500 rpm. This hurts the max torque output since that's around 4250 rpm. While this may not be ideal, I should point out that it's on the safe side and if you are going to use L-Jet it's a condition you have to live with.
We also experimented with mixture a little just to make sure we can richen it up enough for higher boost. That worked perfectly. Of course power went down with the excessively rich mixture but this showed the L-Jet system with my Stage 2 injectors can support 8 pounds of boost on a 3.0 with no problem.
For those who don't know the car, it's a stock 3.0 with 8.8:1 compression (less then stock actually). It has no engine mods except my supercharger kit and big injectors. It has all factory manifolds, no porting or anything else.
If you are in California and want to see or ride in the car it will be in Valencia which is just north of the San Fernando Valley on Tuesday and will be there for a couple days after that.
Greg Gordon www.oldebottles.com/italiancars.htm www.hiperformancestore.com
THE PHONE NUMBER ON THE DYNO SHEET IS THE NUMBER OF THE DYNO SHOP, NOT MY NUMBER!
The 3.0 put out 205 horsepower at the wheels which equates to an honest 250 flywheel horsepower. This was with low boost (just over 5 psi) for it's trip to California where we can only buy 91 octane fuel. I am quite sure we could have bumped it up quite a bit higher if we were planning on 93 octane but that's for another day, better safe then sorry. Since this test was with a stock engine with slightly lower compression these results are the minimum a customer could expect.
We made a few pulls on the dyno. We checked it with timing at the factory setting, also at 6 degrees advanced which gave 2 less horsepower and 6 degrees retarded which gave 10 less horsepower. My father's prediction that the factory timing would be best was correct.
At the bottom of the dyno graph you can see the mixture was dead on target at 6000 rpm with an air fuel ratio of about 12.5:1. The graph also shows the great limitation of L-Jetronic. While we are able to get the full throttle mixture dead on at peak horsepower we can only move the whole fuel curve up or down. This means at full throttle it's way too rich at lower rpm. It ran super rich below 5000 rpm, about 10:1 and as rich as 9.5:1 down below 3500 rpm. This hurts the max torque output since that's around 4250 rpm. While this may not be ideal, I should point out that it's on the safe side and if you are going to use L-Jet it's a condition you have to live with.
We also experimented with mixture a little just to make sure we can richen it up enough for higher boost. That worked perfectly. Of course power went down with the excessively rich mixture but this showed the L-Jet system with my Stage 2 injectors can support 8 pounds of boost on a 3.0 with no problem.
For those who don't know the car, it's a stock 3.0 with 8.8:1 compression (less then stock actually). It has no engine mods except my supercharger kit and big injectors. It has all factory manifolds, no porting or anything else.
If you are in California and want to see or ride in the car it will be in Valencia which is just north of the San Fernando Valley on Tuesday and will be there for a couple days after that.
Greg Gordon www.oldebottles.com/italiancars.htm www.hiperformancestore.com
THE PHONE NUMBER ON THE DYNO SHEET IS THE NUMBER OF THE DYNO SHOP, NOT MY NUMBER!
