Getting very close to dyno time, there are only a few more parts that need to be fabricated. Wallace Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Oh yeah, he happened to have this old junker engine laying around too. Image Unavailable, Please Login
wow very cool!!! I'm very curious...why are you testing it on an engine dyno? That seems like a huge hassle...do you need to connect the ECU's and all the sensors?
Yes, the entire ECU setup will be replicated. The company doing it wants to quantify performance gains from using their aftermarket components and ECU tuning. That makes a chassis dyno much less appealing since what they will be doing is testing the engine with stock components to create a baseline and then testing modified components on the exact same engine. Wallace
Hip, Hip, HOORAY! <and bravo!> More importantly is that you are testing the engine and only the engine. Once you get a good set of curves (CURVES) you can then install engine in vehicle and get a chassis dyno of the whole thing and determine (ONCE and for ALL) what the tranmission loss really is! When you do do this, get a unique curve for each gear (please!).
Is it possible to know what products they are planning on testing. I may be in the market soon for headers, hi-flo cats. Maybe some intake products. Would also be interested in the ecu reflash after. Thanks.
Yes. I should recap. I bought my car with 24K miles on it. It was a "rescue" buy, kinda like seeing an abandoned and injured dog on the side of the road and I couldn't stop myself from trying to fix it. I drove it for a year while I was getting some issues sorted but decided to do the 30K service this winter. Leakdown on the whole engine wasn't great, some cylinders around 8% which makes you say that it's probably the guides -- and it was. So I put new guides in it and did a valve job. Cylinder-only leakdown test after the heads were removed was less than 2% on all eight so we didn't tear it down any more, just cleaned up all of the carbon and put it back together. Exhaust manifolds were not cracked but with 26K miles on the clock it was time to replace both manifolds and cats so I went with Tubi & Hyperflow. So, now I have a complete stock exhaust setup AND a Tubi/Hyperflow/Tubi aftermarket setup. The guy that's doing my engine-out (Bert Wehr at Carobu Engineering, he's really a good guy) makes me an offer I can't refuse. He'll take my stock exhaust setup and get a baseline on his dyno, then he'll swap out the exhaust setup and do the test again. Then, he'll put a custom ECU tune in and test some more. Now, he warned, "In order to do this test thoroughly I'll have to rev to redline on the dyno 40 or 50 times." I figure, hey, that's just a Saturday at the track so I'm in. His cost to me to perform this dyno service: $0.00 Tons of actual dyno pulls on your engine in your documentation folder: Priceless.
That is only about 5 laps around the track I run--less than one lapping sesson. BTW I have 5K miles of those 2.9mile/lap things on my engine--plus 57K road miles. But be sure to warn him to break in the valve guides with 20 minutes of 3K-4K RPMs before running the proverbial snot out of the engine.
