Chassis Dyno Today!
12-13-2014, 05:32 PM
#1
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Join Date: Jul 2005
Location: Modesto, CA
Posts: 146
Chassis Dyno Today!
I'll be replacing the old AFR 210 heads on my 427SBC with some AFR 245's. The new heads and rockers are due to arrive next week. I did have this motor run on an engine dyno last year and it made 640HP and 565 torque with an air fuel of 12.9. The car has a TH400, Coan 8" converter and 9" Ford.
Before I swapped heads I wanted to find out how much the current setup put to the tires. It made 471RWHP and 401 torque with a fat air fuel ratio of 12.0. After I swap the heads I'll take it back to the same dyno to see how much it picked up.
Several years ago when my car had a 357 in it, it made 382 on this same dyno. That setup ran 11.20's at 119 with a best 60ft of 1.58. The current motor has only been to the track once for motor passes and it ran 10.41 at 128 with a 60ft of 1.51.
Here's the dyno video:
Before I swapped heads I wanted to find out how much the current setup put to the tires. It made 471RWHP and 401 torque with a fat air fuel ratio of 12.0. After I swap the heads I'll take it back to the same dyno to see how much it picked up.
Several years ago when my car had a 357 in it, it made 382 on this same dyno. That setup ran 11.20's at 119 with a best 60ft of 1.58. The current motor has only been to the track once for motor passes and it ran 10.41 at 128 with a 60ft of 1.51.
Here's the dyno video:
12-16-2014, 02:24 PM
#4
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Join Date: Nov 1998
Location: Hell was full so they sent me to NJ
Posts: 70,646
Re: Chassis Dyno Today!
Impressive numbers, and great track times/MPH.
Are those dyno and chassis numbers basically for the same configuration and correction conditions? If so, the drivetrain losses look high (26.4%), but auto transmissions are not my strong point. Part of that could be attributable to the large tires, and I guess the 9-inch.
I know nothing about auto trans setups, even though I run a TH400. When the engine was originally built, it had a T56 behind it, and the losses were 12.1% (670/762 on spray), through a 12-bolt. When I got tired of screwing up shifts and abusing the rear with 5,000 RPM clutch dumps, I had the TH400 installed, and it cost an additional 75 HP loss (595/762), for 21.9% loss. Both the chassis pulls were on street tires, so they were comparable.
The shop told me that was a surprisingly low loss for the TH400 with a non-locking converter, and indicated the converter was apparently "very tight". It's an ATI converter, but I don't know the diameter. I guess they were expecting something more like 25%.
Unfortunately the engine has more dyno time than track time, basically collecting dust in the garage for the past 10 years, due to a job that runs 11 hours/day and another 1/2 day on Saturday. Sounds like you put yours to a much better use.
Good luck with the future upgrade.
Are those dyno and chassis numbers basically for the same configuration and correction conditions? If so, the drivetrain losses look high (26.4%), but auto transmissions are not my strong point. Part of that could be attributable to the large tires, and I guess the 9-inch.
I know nothing about auto trans setups, even though I run a TH400. When the engine was originally built, it had a T56 behind it, and the losses were 12.1% (670/762 on spray), through a 12-bolt. When I got tired of screwing up shifts and abusing the rear with 5,000 RPM clutch dumps, I had the TH400 installed, and it cost an additional 75 HP loss (595/762), for 21.9% loss. Both the chassis pulls were on street tires, so they were comparable.
The shop told me that was a surprisingly low loss for the TH400 with a non-locking converter, and indicated the converter was apparently "very tight". It's an ATI converter, but I don't know the diameter. I guess they were expecting something more like 25%.
Unfortunately the engine has more dyno time than track time, basically collecting dust in the garage for the past 10 years, due to a job that runs 11 hours/day and another 1/2 day on Saturday. Sounds like you put yours to a much better use.
Good luck with the future upgrade.
12-16-2014, 08:11 PM
#5
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Thread Starter
Join Date: Jul 2005
Location: Modesto, CA
Posts: 146
Re: Chassis Dyno Today!
Impressive numbers, and great track times/MPH.
Are those dyno and chassis numbers basically for the same configuration and correction conditions? If so, the drivetrain losses look high (26.4%), but auto transmissions are not my strong point. Part of that could be attributable to the large tires, and I guess the 9-inch.
I know nothing about auto trans setups, even though I run a TH400. When the engine was originally built, it had a T56 behind it, and the losses were 12.1% (670/762 on spray), through a 12-bolt. When I got tired of screwing up shifts and abusing the rear with 5,000 RPM clutch dumps, I had the TH400 installed, and it cost an additional 75 HP loss (595/762), for 21.9% loss. Both the chassis pulls were on street tires, so they were comparable.
The shop told me that was a surprisingly low loss for the TH400 with a non-locking converter, and indicated the converter was apparently "very tight". It's an ATI converter, but I don't know the diameter. I guess they were expecting something more like 25%.
Unfortunately the engine has more dyno time than track time, basically collecting dust in the garage for the past 10 years, due to a job that runs 11 hours/day and another 1/2 day on Saturday. Sounds like you put yours to a much better use.
Good luck with the future upgrade.
Are those dyno and chassis numbers basically for the same configuration and correction conditions? If so, the drivetrain losses look high (26.4%), but auto transmissions are not my strong point. Part of that could be attributable to the large tires, and I guess the 9-inch.
I know nothing about auto trans setups, even though I run a TH400. When the engine was originally built, it had a T56 behind it, and the losses were 12.1% (670/762 on spray), through a 12-bolt. When I got tired of screwing up shifts and abusing the rear with 5,000 RPM clutch dumps, I had the TH400 installed, and it cost an additional 75 HP loss (595/762), for 21.9% loss. Both the chassis pulls were on street tires, so they were comparable.
The shop told me that was a surprisingly low loss for the TH400 with a non-locking converter, and indicated the converter was apparently "very tight". It's an ATI converter, but I don't know the diameter. I guess they were expecting something more like 25%.
Unfortunately the engine has more dyno time than track time, basically collecting dust in the garage for the past 10 years, due to a job that runs 11 hours/day and another 1/2 day on Saturday. Sounds like you put yours to a much better use.
Good luck with the future upgrade.
Did you happen to get any 1/4 mile times with the stick and the auto?
Thanks!
12-17-2014, 11:25 AM
#6
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Join Date: Nov 1998
Location: Hell was full so they sent me to NJ
Posts: 70,646
Re: Chassis Dyno Today!
ET's were different, but MPH was basically the same TH400 or T56, running without the nitrous. They would both produce 117 MPH, and the TH400 was a consistent 11.5, but the M6 was all over the place, depending on how hard it launched and how well I shifted. Traction was never an issue.
Running with a 125-shot on the TH400 the MPH picked up to 127.7 but the ET only dropped to 11.1. It was a problem with a soft launch. The converter was sized to flash to 5,000 RPM at 750-800 lb-ft on the 300-shot, but it turned out to be a dog with the 125-shot. The RPM didn't rise fast enough, and the ECU programming kept the nitrous from flowing until it reached 4,500 RPM.
Someday, I'll run it with the 300-shot. I'm retiring in 2015, and the first thing I do is get the car back on the street, and to the track.
Running with a 125-shot on the TH400 the MPH picked up to 127.7 but the ET only dropped to 11.1. It was a problem with a soft launch. The converter was sized to flash to 5,000 RPM at 750-800 lb-ft on the 300-shot, but it turned out to be a dog with the 125-shot. The RPM didn't rise fast enough, and the ECU programming kept the nitrous from flowing until it reached 4,500 RPM.
Someday, I'll run it with the 300-shot. I'm retiring in 2015, and the first thing I do is get the car back on the street, and to the track.
12-17-2014, 02:31 PM
#7
Registered User
Thread Starter
Join Date: Jul 2005
Location: Modesto, CA
Posts: 146
Re: Chassis Dyno Today!
ET's were different, but MPH was basically the same TH400 or T56, running without the nitrous. They would both produce 117 MPH, and the TH400 was a consistent 11.5, but the M6 was all over the place, depending on how hard it launched and how well I shifted. Traction was never an issue.
Running with a 125-shot on the TH400 the MPH picked up to 127.7 but the ET only dropped to 11.1. It was a problem with a soft launch. The converter was sized to flash to 5,000 RPM at 750-800 lb-ft on the 300-shot, but it turned out to be a dog with the 125-shot. The RPM didn't rise fast enough, and the ECU programming kept the nitrous from flowing until it reached 4,500 RPM.
Someday, I'll run it with the 300-shot. I'm retiring in 2015, and the first thing I do is get the car back on the street, and to the track.
Running with a 125-shot on the TH400 the MPH picked up to 127.7 but the ET only dropped to 11.1. It was a problem with a soft launch. The converter was sized to flash to 5,000 RPM at 750-800 lb-ft on the 300-shot, but it turned out to be a dog with the 125-shot. The RPM didn't rise fast enough, and the ECU programming kept the nitrous from flowing until it reached 4,500 RPM.
Someday, I'll run it with the 300-shot. I'm retiring in 2015, and the first thing I do is get the car back on the street, and to the track.
06-12-2015, 06:01 PM
#10
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Thread Starter
Join Date: Jul 2005
Location: Modesto, CA
Posts: 146
Re: Chassis Dyno Today!
Well, a lot has happened since January. Got the motor ready to pull back in February. The following week I broke my leg when I crashed on my dirtbike. Finally get the motor out at the end of April and decided to check the bearings. All of them were great except 1 rod bearing that was about to spin. Didn't damage anything but had to take the motor completely apart to make sure everything was good. Motor is back together now, just waiting for the rebuilt lifters.
