It looks like the dyno operator made the common mistake of using ECT-PWR instead of ECT-Snow like he should have. If you use snow mode, you can go full throttle in 4th gear at 2500 RPMs. I imagine peak torque might have been 350 at 3500 RPMs.

 

true duals. all new piping from the primary cats through out entire exhaust.

 

Any resonators?

 

I was the dyno operator. I used snow mode every time. The only thing is; it would down shift anything below 3800 rpm. So 4k and up pulls only

 

No resonators, Cats, x-pipe, then HKS mufflers.

 

They have a nice shop and the dyno is in a cond. room. Its always 70-74 I was told. Of course the humdity and Hg can change depending on the day.

 

yeah yeah, video please. video please of you terrorizing the road. YOu have time to dyno you have time to shoot some video. hahaha demanding huh?
.Your same crappy camera you used for your exhaust video will work. I want to see or hear rubber flying!!!

 

If he got 278rwhp withouht n20

then got 305rwhp with a 50hp shot and got 328rwhp with a 65hp shot.. then the ratings for nitrous shot arent at the wheels but at the crank..

only getting 28hp to the wheels seems low for a 50shot.. but getting 50hp to the wheels with a 65hp shot seems pretty good

 

All of the MAJOR nitrous manufacturers rate their jetting based on intended rwhp numbers. I'm sure you can find some rinky dink nitrous company that rates at flywheel but the intended approximated hp figures are RWHP.

This does NOT mean you will ALWAYS see that increase to the wheels. There are many many many many many (did I mention many) variables here.

The reason I asked a while back what jets were being used is that is a much better way to tell approximately how much nitrous is being allowed into the intake (I could care less what the advertised horsepower number is and neither should anyone else). Obviously more factors come in to play here, some of the basics are bottle temperature, bottle volume, air density, fuel pressure, etc.

Using dyno results and jetting, both n2o and fuel side you can interpret a lot of useful information. It usually takes a bit of sorting out to get these systems optimized.

 

What gear were you using? If you were using 4th gear in snow mode, it shouldn't down shift anywhere close to that.

 

Taylor@DP---- What you say is true. The kits are just the safe jettings. I changed my fuel jetting about 3 times yesterday. I made more peak HP than shown but it wouldn't have been safe without timing control. We increased the fuel jetting just to have a buffer of saftey.

Gernby --- 4th gear and snow mode. The reason for down shifts was the Apexi AFC controller. The more I leaned the car out, the more it would down shift. The lighter the load the ECU sees "tricked" it into thinking it was ok to down shift. When I didn't have a tune (baselined the controller) I could pull from @ 2800--3k no prolbem.

 

I'm surprised you are adjusting the fuel so low in the RPM range. If I remember correctly, the AFR doesn't even start going rich until after 3K RPMs. I wouldn't think you would make any significant MAF corrections until almost 4K RPMs.

 

I'm leaning it out from 2250 and up. at WOT only. I'm starting with a- 2% reduction. Increasing to -8% max. -8% starts at 5k up to redline. So at 3500 or 4k its at -5% Really the A/F controller only allowed me to gain @ 5hp. It mostly improved the curve. Also less load means more timing. But your right about it being lean down low. 13.5 until 4k. I leaned mine to 14.0.

 

Something I noticed yesterday while tuning. At 5500k ( @ about the time it starts to go pig rich) The timing accerlation stops. At this point is when it starts to pull timing. We noticed this by monitoring the rpm feed to the #1 coil. I have never seen a N/A motor pull timing this agressively before. No matter what MAF change was made @ 5800-redline I could not lean it out. If I could stop this change it timing and just hold it; you could see 10+ hp gain in the upper rpms. I think we could see close to 300 whp with a stonealone on one of these motors

 

I would love to get my hands on those dyno files to see how your curve differs from mine.