1990 Mondial T Coupe dyno result.

I had the pleasure to visit Fernando and Richard at Competizione in Gaithersburg and have them dyno my 1990 Mondial T in order to obtain a baseline for further modifications/improvement on the engine.

Right now the car is stock with K&N filters, straight pipes and a Stebro exhaust.

Competizione has a Dynapack dyno, which means the results are taken at the hub, which eliminates all the errors induced by the tires.

Results are: 258.7 hp and 212.4 lb/ft, SAE corrected. The two other graphs are from another Mondial T.

Next step will be a reprogrammed ECU as the engine is a bit too lean now that the air flows freer than before, in order to recover some of the mid-range “punch” lost with the exhaust.

I unfortunately forgot to bring my camera, so I do not have a video or a picture of the dyno run. Another advantage of the Dynapack is that you can enjoy your Ferrari engine music without the tire noise made on ordinary “roll on” dynos.

(Note, the torque graphs shows a range of 778 to 941 lb/ft, but the real “at the hub” numbers are obtained by dividing the left graph values by 4.430).

Thanks Fernando!
Image Unavailable, Please Login

 

Very cool!
I do not have any experience with these other than to know they are not comparable with the more usual chassis dynos with about 17% loss. I do know that a good percentage is lost at the tires.
Is the estimated correction factor closer to, say, 12% to the flywheel or do you know?

Would also like to see the A/F graph if you have it.

Good luck! - will be watching to learn something!

 

Competizione uses a 1.15 ratio, meaning that the 258.7 Hp converts up to 297.5 at the flywheel (in effect a 13.0% loss ratio).

The AF ratio was around 14 (see attached graph - there is a better one, but it is in Competizione's PC. I will try to get it next time) but one of the captor fell from the exhaust towards the end of the run.

Reprogramming the ECU should bring the AFR to 12.5/13 and, hopefully, the power up in the 4 to 5,000 rpm range.
Image Unavailable, Please Login

 

I never know what to make of the numbers from a hub dyno. I'm sure there is more consistency than with RW dynos, but the numbers are neither RW nor crank. For tuning consistency is good for sure but I always try to compare numbers and there isn’t much hub data out there yet to compare to, most graphs are RW.

 

Most dynos are only useful for comparison purposes. When we were racing, we never believed the actual number, but the difference told us where we were going. It will be interesting to see the difference, when you start playing with the mixture, and lead on the ignition. good luck getting more from the engine.

Art

 

Thank you. This is exactly the case here: to establish a baseline. What I hope is that a proper tune will change the baseline into something like this:
Image Unavailable, Please Login

 

Excellent thread. Great information.

For comparison I put my 1989 Mondial T coupe on a Dyno-Jet. - 260.2 HP & 200.6 TQ. -

The dyno guy & I extrapolated 15% driveline loss with a normal chassis dyno run on a Ferrrai or Porsche. I believe your 12% figure on a dynapac is probably spot on as well.

Anyhow great numbers.

 

From looking at the graph, I would suspect that you've got some sort of breathing problem, harmonics, usually, length of exhaust, intake track, etc. From my experience, fixing the mid range is very, very difficult. Sometimes the mixture can cause this, but usually, it a result of the harmonics, cam timing, etc..... Those sort of things happen when you change the exhaust system. Good luck.

Art

 

Update : Fernando and Richard were satisfied with the test ECU chip they received from Italy (+20 lb/ft midrange on a 360) and they sent the Mondial’s units to Europe for tuning. They expect them back in about 10 days. I shall post the new results here.

The great news is that COMPETIZIONE will soon be getting its own equipment to custom tune the Motoronics.