Got all busy and missed this . . . here's the graph. Vertical lines are 1000 rpm increments starting at 2000 rpm. It's 2V with Haltech EFI system controlling it . . made some bungs that go in the stock injected manifold that hold electronic injectors and no permanent mod's req'd. She's much fun Image Unavailable, Please Login
According to the early 308 USA manual, you check ignition timing at 5000 RPM and adjust for 34 degrees +/- 1 degree. But note the advance curve graph, and you will note that maximum adavance is achieved at 3000 distributor RPM, and would actually be 40 degrees flywheel at 6000 RPM, as Russ eluded to. In the OWM, however, it shows max advance occuring at 3000 distributor RPM, which would be 6000 RPM, in the emissions section, page O 8. But in the electrical section, page L 15, it shows max advance occuring at 3400 distributor RPM, 6800 engine RPM. Also, the advance curve shown in the electrical section is linear, while the others have a rapid initial advance, which then flattens somewhat. I have asked numerous sources to no avail, but what kind of advance curves did the early euro cars have, or the early 365 Daytonas???? Whatever was setup for those should work well.
I duplicated the euro injected curve at full throttle . . . 36 degrees full advance . .. .. I posted the curve in thread "pic of my motor with latest goodies" or something like that.
Similar range of pulls; My 1981 GSTi Euro, 210 rwhp @6600 rpm, 185 max torque @ 4000 rpm origional engine 56000 mi.
one thing to remember is that dyno figures are just numbers, me and a good friend of mine got caught up with 'chasing big numbers', we have another friend who races cars and builds most of the engines for the series, he also owns a workshop and has a wheel dyno, we all spent many hours there tuning our cars and he showed how easy it is to manipulate the final hp figure, and most important, how much variation there can be between dyno opperators, for instance I have on my street car 305kw (409hp)at the rear wheels, on the same day same weather conditions different dyno the reading was 280kw (375hp), dynos should only be used for tuning IMHO, just my 2c
all of the graphs and analysis (ad nauseum) in other specific threads Last dyno w/44 DCNF mixtures not optimal (too rich) on initial jetting SAE RWHP(approx flywheel hp), all measured on Dynojet: Stock US spec Mondial 3.2: 216 sae rwhp (260 flywheel) Mondial 3.2 US Spec w/ 40 DCNF Webers: 242 sae rwhp (291.5 flywheel) Mondial 3.2 w/ 44 DCNF**, ported head, mild cam: 259 sae rwhp (312 flywheel) **carbs out of optimal tune, too rich - anticipate best numbers about 320 flywheel <edit> Have added two street accel runs showing midrange A/F now in better control Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Here is the graph for my 83 308 QV that was put on the dyno in May. I had just changed the plugs, wires and installed new fuel injectors. The car was (and is still) running rich. I would assume that when the mixture is set correctly, it might do a little bit better. But 185HP at the rear wheel with losses from the crank to the wheel + losses caused by the dyno itself make me think the engine is just about at spec HP. But I'm not sure about all of the specifics with regards to Dyno's. Image Unavailable, Please Login
I also just found this thread due to its recent bump. A lot of the older links just would not work for me. I would love to see more dyno results... PDG
1987 328 gts. 93 octane my tuner says this should be 425+hp @ the crank. i think more like 415hp @ the crank. what is the most accurate way to measure? Image Unavailable, Please Login
