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N/A Power Gains - Dynos w/Mods

Discussion in 'Performance and Tuning' started by Torspd, Jul 17, 2012.

  1. May 31, 2013 at 7:36 AM
    #81
    Torspd

    Torspd [OP] Tor-nication

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    My recent pulls. Stock engine, Stock '05 headers, stock 4x4 y pipe, and no catback.

    SAE and STD corrections, so that the differences can be seen between the two.

    The first run was in 3rd gear. Second run was in 4th. If you look to the top right, you can see the overall calculated gearing.

    [​IMG]

    [​IMG]

    Let off in 4th gear due to wheel vibration. The right rear possibly needs to be balanced or recentered.
     
    Last edited: May 31, 2013
  2. May 31, 2013 at 10:17 AM
    #82
    Torspd

    Torspd [OP] Tor-nication

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    Torspd Custom Turbo kit [] Borg Warner 9180EFR Turbo [] ProEFI Pro128 EMS [] TiAL Q BOV [] TiAL V44 Wastegate @ 15psi [] CP Pistons [] CP Carrillo Rods [] ARP Head studs [] ARP Main Studs [] ARP Header - Head Studs [] Ported Heads w/ 1mm oversized valves intake/exhaust [] Brian Crower Forged Stroker Crank [] Darton M.I.D. Sleeved Block [] Kelford Camshafts [] Torspd 170* T-stat mod [] APR Large Fuel Rail [] Aeromotive Stealth 340 LPH Fuel Pump [] FueLab FPR [] APR T56 Conversion Kit [] KP RACING Built T56 [] McLeod Racing Custom Twin Disk Clutch [] One Piece Aluminum Driveshaft [] MGW Shifter [] Custom lowering kit [] Ohlins Front Coilovers [] QA1rear shocks [] Custom Ron Davis Radiator [] Dual SPAL Electric Fans []
    Here is a new dyno from Gadget and URD. Very impressive gains.

     
  3. May 31, 2013 at 11:05 AM
    #83
    Lucario Runner

    Lucario Runner Resident SUV racer

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    AFE stage II intake, APR X1, URD 70mm Throttle Valve (ported and knife edged), NST intake manifold spacer, URD spec U headers, Denso IKH20, URD fuel pump, APR fuel rail, URD Y pipe, URD spec u catback, lightweight water pump pulley, Greddy sandwich cooler plate, Earls oil cooler, IPT valve body, FJ TRD shocks, Cusco front and rear sway bars, Energy Suspension rear track rod bushings and rear link bushings, Carbotech pads, Stoptech ss brake lines, Stoptech slotted rotors, Motul 600 rbf, Limited Grill, Painted hatch cover by me, Painted valve covers by me, Cobra CB, TRD rad and oil cap, Escort 8500, Autometer oil psi and temp gauges, AEM wideband afr gauge, Flexpod, Pioneer 400w speakers.
    I want that bigger throttle body. :(
     
  4. May 31, 2013 at 11:15 AM
    #84
    MadToy

    MadToy Well-Known Member

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    Wow!

    Obviously, the power comes from the entire combo. I'm wondering how much the UCON adds to NA by itself? Very interesting.
     
  5. May 31, 2013 at 12:17 PM
    #85
    Torspd

    Torspd [OP] Tor-nication

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    You would most likely break the 300 wtq mark. :cool:
     
  6. Jun 17, 2013 at 6:17 PM
    #86
    TacomaGus

    TacomaGus Well-Known Member

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    thats awesome if i'm getting near those numbers with my 2.5" catback
     
  7. Jul 11, 2013 at 9:43 AM
    #87
    Torspd

    Torspd [OP] Tor-nication

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    From the thread that Tooter started in the 4 cylinder forum.

     
  8. Aug 30, 2013 at 11:55 AM
    #88
    Vassily28

    Vassily28 Well-Known Member

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    OK i've gone trough 3 dyno session in the last 2 weeks and the results are:

    Sorry but i'll be back with the graph of the first 2 runs.

    Tacoma 2011 4x4 V6 AT DC LB.

    1st run :

    Stock with DTLT, O2 sim, TRD catback, TRD 1st gen CAI with a AFE ProDryS
    Results 216 RWHP and 251 lbs-pi.

    2nd run :

    Adding of TRD SC and ECU reflash. No other mods added.
    Results 281 RWHP and 295 lbs-pi.

    3rd run :

    URD 2.8 stealth pulley + OEM FPR mod + URD MAF controller and 2 days of tuning with sangage LM-1, Open tune OT-1, R4 software, logworks3.
    Results 298.2 RWHP 5500 rpm and 328.6 lbs-pi at 3700 rpm.

    Edit: Graphs of first and second runs added. Torque curve of first run is a bit strange, second is better and the third one is OK. It's difficult with an automatic transmission to avoid a downshift when going WOT. We get used to it trough the different sessions and it's why the torque curve is getting better.
     

    Attached Files:

    Last edited: Sep 5, 2013
    techbill likes this.
  9. Aug 30, 2013 at 1:12 PM
    #89
    MadToy

    MadToy Well-Known Member

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    Great Dyno comparison info! Thanks...
     
  10. Aug 30, 2013 at 1:42 PM
    #90
    Torspd

    Torspd [OP] Tor-nication

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    Great addition Vassily28. Thank you.

    Do you know what your elevation is roughly?
     
  11. Aug 30, 2013 at 4:15 PM
    #91
    Vassily28

    Vassily28 Well-Known Member

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    It's in quebec city so we probably talk between 0-100 ft max.

    I'll post soon the charts from the 2 first run. The dyno is an AWD Dynocom.

    There is still a bit of room in the AFR. Still have to fine tune the fuel map to get closer to 11.8 AFR and take a look at the transition in the 3000 rpm area. I mostly running in 11-11.5 afr now.

    :D
     
  12. Aug 31, 2013 at 3:59 AM
    #92
    MadToy

    MadToy Well-Known Member

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    That dip at 3k is most likely your converter locking up.
     
  13. Aug 31, 2013 at 8:13 AM
    #93
    BradyT88

    BradyT88 ┌∩┐(◣_◢)┌∩┐

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    Maybe I'm wrong here, but I didn't think the torque converter would lock up while under heavy throttle. I thought it was just for cruising basically.
     
  14. Aug 31, 2013 at 5:01 PM
    #94
    tooter

    tooter play every day

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    Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.
    This is a dyno chart of the N/A low end torque gains from my 2 inch thick intake manifold spacer. This is a 2TR FE 2.7 4 cylinder engine. The first run was done with the engine floored at 1,400 rpm in 4th gear, and second run started at with the engine floored in 4th gear at 1,250 rpm. Even under these extreme conditions the engine did not knock at all, (I would certainly would have heard it because the hood was up and I was right next to the front of the truck filming the run with my camera. So the knock sensor must be doing its job by immediately retarding the ignition timing.

    Both runs were done with just the bone stock ECU, no tuning, and regular 87 octane pump gas. Both runs were also done with an Injen intake, LCE header, and with the stock muffler and exhaust system.

    [​IMG]

    They're 4th gear runs so the speed limiter cut the engine off at 4,800 rpm. Didn't really matter as I'm only interested in accurately recording the low end torque.

    The spacer lowered the torque peak to 2,900 rpm and also fattened up the torque curve as compared to the stock intake without the spacer.

    We did do one third gear run just to get a top end horsepower reading. It was the last dyno run of a very hot engine on a really hot day, but at least it's an indication that the spacer didn't give up any top end horsepower to get more bottom end torque.

    [​IMG]

    Here's a video of the run...

    [yt]http://www.youtube.com/watch?v=H6ofUy8_-6Q[/yt]
     
    Last edited: Aug 31, 2013
  15. Aug 31, 2013 at 5:50 PM
    #95
    Torspd

    Torspd [OP] Tor-nication

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    :thumbsup: Thank you.
     
  16. Sep 1, 2013 at 1:48 PM
    #96
    MadToy

    MadToy Well-Known Member

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    I hope that AFR reading was wrong!
     
  17. Sep 1, 2013 at 3:27 PM
    #97
    Vassily28

    Vassily28 Well-Known Member

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    Another important data, i've finalized my boost gage installation. I've not done a run to the cut off but at first sight it seems thet i reach 7 ( correction in fact it's 7.5) psi of boost.
     
    Last edited: Sep 2, 2013
  18. Sep 1, 2013 at 5:40 PM
    #98
    tooter

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    Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.
    The A/F also behaved exactly the same with the baseline runs. I purposefully didn't do anything to try to address the issue as I wanted the 2 inch thick intake manifold spacer to be the only change...

    [​IMG]

    This way I now know exactly what the gains are with the spacer alone, without clouding the results by making other concurrent changes.
     
  19. Sep 3, 2013 at 1:38 PM
    #99
    Benson X

    Benson X ...and we're back!

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    DIY or DIE!
    Just curious how accurate the numbers are based on which type of dyno was used (Dynojet vs. Mustang). I know there are many factors that can affect the ending numbers, but I am mainly referring to differences / variables between the 2.

    I might be getting my Taco dyno'd soon, and will likely go with a shop using a Mustang MD-250. This shop was recommended to me, and for good reason http://www.bloodenterprises.com/
    I am also thinking about going here: http://www.turbotechnologyinc.com/site/?page_id=5. They use a Dynojet and have also been recommended.

    Here is some good info.:
    http://www.maximumperformance.biz/Dyno_Simple.htm
    http://honda-tech.com/showthread.php?t=1237732
    http://www.mustangdyne.com/mustangdyne/products/chassis-dynamometers/2wd/?prod=MD-250+Series
     
    Last edited: Sep 3, 2013
  20. Nov 26, 2013 at 7:12 PM
    #100
    Knuckles

    Knuckles Well-Known Member

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    TRD blower, ARB winch bumper, XRC8 winch, OME 886/Dakar, pure sine wave 1000W Inverter, hood w/NO scoop.
    Wow, this thread has been immensely helpful. I have the TRD exhaust (truck is just coming with it) and was planning on the DTST headers, y pipe, some sort of air intake modification, and a good programmer. My goal is to put down on the ground what Toyota says these 1GR's put out at the crank (about 270 lb. ft.. couldn't care less about peak HP)...and keep it all as low rpm as possible.

    Also good to know that all these mods will help if and when I pull the trigger on a s/c.

    Thanks guys!
     
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