F430 Dyno Testing has started.

This morning we started the testing. The idea is to get a good base, followed by a run with the BMC filters, then with the Hyper-Flow cats and finally with Oxytane (fuel liberator) added.

A few things I noticed immediately:
1) The car will not go into gear unless the rear hatch is closed (even if you hold in the switch on the rear hatch.
2) you MUST have the CST switched off!
3) you must spay the tires with the "sticky stuff"; each run, or you end up smoking the tires.
4) you have a limited amount of time before you encounter "heat soak"

Observations:
1) These cars put out a lot of Hp! It is almost impossible to stop tire slippage!
2) Since I do not care what the total Hp is (it's at max at 8,500 rpms), we cut off at about 7,800. At that point, the peak Hp was 460. I'm sure we could have hit 490 in the remaining 700 rpms.

We used a drive loss factor of 16%. We calculated that by reading that the peak Tq (according to the manual) was x amount at 5,250 rpms (I think its 5,250, I don't remember now). so we ran the base with no conversion for loss, then we plotted the tq at 5,250 rpms and adjusted the conversion factor to give us within 1lb of the quoted tq.

Anyway, the next test will be with the new parts added one by one. If anyone has any suggestions on a different factor, please let me know.
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It's a "Land and Sea" dyno. It was explained to me that the system uses a two stage water brake on the rollers for load. Sometimes the car tires out accelerate their ability to spin the rollers, which are under load from the water brake system. I was told that another reason can sometimes be due to tires. That's NOT my case; I have the optional tires with a tread wear rating of 140 (they are very sticky).

In some cars, they have had to add weight to the rear of the car, or in rare cases, tie the rear end down. When tied too tight, it causes smoking also.

I don't know much about the dyno, but I do know that several Nascar drivers have used it on their cars. In those cases, I've been told that they were trying to scrape out one half of one extra Hp.

BTW, I was also told that some of those Super Speedway Nascar times have a rolling resistance factor of only 5%!

On another note, exhaust can make a huge difference. I looked at the dyno sheets of a 69 Camaro that a guy had spent a ton of $ on, but knew something was wrong. The new mufflers, which looked like old Glass packs, were VERY restrictive. They cut the entire exhaust off and rebuilt another. During the process, at one point in testing, they picked up 50 Hp, yet lost 20 Ft lb of torque. The before and after dyno numbers were 280 something hp Vs 400 hp when finished. Not that exhaust alone could lead to a 120 gain, but interesting that exhaust could choke an otherwise good system down by that much.

 

The numbers I quoted are at the crank. Let me rephrase; they are actually numbers in which I took the Rwhp and then used a .16 factor to get crank.

So 460 at the 7,800 rpms was showing 386.4 hp at the wheels.

 

Short on time; will post more later. Best run after BMC filters and Hyper-Flow cats was 510hp.

 

I did ultimately get 510 HP at top rpm. We had bad dyno problems!

 

I think the added stress would certainly shorten the life of the engine. That being said, if you were willing to open it up and beef up the internals then I think you would be fine.

BTW, today I'm going out to test the car, using a new Vbox gps performance meter. It should be interesting.