I'm going to update this thread with a few more pics and a rough dyno graph from yesterday's Socal dyno.

First, here's the dyno.

What I've done is convert my dyno runs into excel data. This isn't exact, since I didn't have the raw numbers from the first two runs, and I'm waiting for THX723 to email me the raw numbers from yesterday. But the plots here are within 1 HP of the original dyno graph representations.

Dyno 1 was done around 2/2004 with about 9K miles at Strictly Dyno in Reseda (above ground dynojet)
Mods were: grounding kit, Z-tube
Peak numbers were 219.7 HP, 228 torque

Dyno 2 was done around 6/2004 again at Strictly Dyno with about 13K miles
Mods were: grounding kit, Z-tube, popcharger, UR crank pulley, Kinetix V3 plenum (cracked on outside, but I didn't see cracks on the inside when I took it off)
Peak numbers were about 223 HP, 220 torque

Dyno 3 was yesterday at Church Dyno on a Dynapack. Car had about 18K miles.
Mods were: grounding kit, Z-tube, popcharger, UR crank pulley, Crawford V5 plenum, and all the port-matching/polishing that you see in this thread.
Peak numbers were 254 HP, 244 or so torque.

**the dynopack will give higher numbers than the dynojet. THX723 was also at the dyno day for dyno run 2. He ran about 241 HP. With those mods he ran about 251 on the Church dynopack. Therefore on my graph, I've already taken the dyno run 3 numbers down by 10 HP across the RPM range.

The dynos will have variation, I understand that, therefore, I'm not making a big deal about the absolute numbers. But it's interesting to look at the shape of curve 3. Below 5000 RPM it follows the same path as the previous two runs. Above that the car starts to really open up. My butt dyno has always felt that the top end was greatly improved with this mod, but I try not to make any hard statements on gains without a dyno.


<P ID="edit"><FONT class="small"><EM>Edited by E_K on 09/05/04 04:30 PM.</EM></FONT></P>

337381-dynoek.jpg

 

Here's a close up of the polishing on the lower plenum.




337384-P&P 006a.jpg

 

Here's another pic. The only place where I removed a moderate amount of material other than portmatching was in the openings of the intake runners. I tried to widen the "mouths" of these runners.




337385-P&P 004a.jpg

 

Yup, I'm crazy enough that I even portmatched the popcharger venturi ring to the MAF housing tube. This is essentially trying to get gains for free.



337389-Portmatch 002a.jpg

 

Let me explain this pic. The intake manifold is closer to the viewer, and the lower plenum is farther. I have a light source at the opening of the lower plenum, and the camera is aiming up the intake runner path. On the engine, air would be coming towards you as it heads down into the cylinder heads.

I took this pic to try and capture the portmatching and the polish work that went on inside the intake manifold and lower plenum.



337395-P&P 010a.jpg

 

Just in case anyone is wondering, this is how the lower plenum intake runners look in stock form.




337398-Plenum 008a.jpg

 

Nice work ... looks soooo perrrrrrrrrrrrrrrrrrrty

BTW ... I just e-mailed you the Excel file I created with your raw data in there. I will be writing and posting analysis for everybody's runs (including yours).

Your numbers looked solid given the type of mods you have. And yes, DynaPack numbers (for our purpose) is approx. 10-15hp higher than DynoJet's. Looking at your AF curves ... it appears you can also benefit from the Technosquare ECU, mostly from a safety stand point of view. You may also recieve some additional power gain as well.


Clint (THX723)

 

Nice work E_K and thanks for the pic's! I'm glad that the polishing work and dollars spent (Crawford plenum) delivered Hp & Torque gains.

Memphis
04 G Coupe 6MT | IP | Clear Bra | 15% Tint | Clear Corners |