SrtBrad
Michel Productions
Jerry will post an update soon. the 91 octane pull was done but the race tune will be done another day.
Trainman's Ultimate NA Build
- Thread starter Trainman
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Jerry will post an update soon. the 91 octane pull was done but the race tune will be done another day.
SrtBrad
Michel Productions
Jerry called me on the road and asked me to post the results. He will fill us in on the details when he gets home. The 91 tune was only partially done.
680HP with 642 Ft lbs of torque. Very nice!
Bad Plum
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Wow Cool
Come on Jerry, the anticipation is killing us. 
Dynojet? That's a ton of driveline losses
Yes, Dynojet. During the pull after the 680 rwhp run, still slightly rich on the high end, one of the plug wires burnt through on the header and was severely arcing and power was lost. Tried to tape up the wire but no luck. A&C will have to pull the intake on Monday and they will replace all 10 wires. I will bring the truck back to Bakersfield on either Tuesday or wed. Chris will come to Bakersfield, and we will use the Dynojet at Cal Speed to finish the tune and then load the MS109 fuel and do the race tune. I think we will dyno with the heavy street tires to be consistent , get the final number and then switch the heavy street tires for the 16" Bogarts with the M&H Cheater slicks and see the difference in horsepower (90lbs each, street wheel &tire vs 43 lbs.)
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Ahh, so it could have another 20 or more in it on the street tune then.
Actually about 178 hp loss. (862-680), about a 21% loss, although there were several changes, altitude, injectors (42 lb vs 60 lb) , fuel pressure. At Exotic they ran extremely high fuel pressure (not practical for the street) to feed the smaller stock Gen IV injectors. The truck idles at 750 rpm, Peak horsepower is at about 6,400 rpm, peak torque is at 5,000 rpm. Couple of dyno runs were to 6,800-6,900 rpm. Todd at A&C was thinking there is close to a 25% loss in the trucks vs the cars because of the heavy wheels and larger ring and pinion in the Dana. So everyone is guessing between 18-21% loss. 21% = 680 divided by .79= 860 flywheel. 680 divided by .82= 829 flywheel. Still this is a pretty impressive street machine. If we get to 700+ rwhp on the 109 tune we are looking at close to 900 flywheel HP in a street NA machine.....I think that's cool!:rock: Its making over 500 wheel torque from 2500 rpm and still making over 600 above 5500 rpm.
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No, I think Chris was at about the limit on 91 octane. Remember the engine is 11.5:1 compression and Chris heard a little knock sensor at the very end of the run. I think we will keep the street tune at about the 675 rwhp level. My street tires couldn't handle the 485 rwhp of the stock engine. I may have to run around on some M&H 390 drag radials on the street.:burnout:
On second thought, it could have more in it after a nice cool down....say for a hero dyno run. Chris had the truck running for over 1 hour without shutting off the engine, always idling never shutting off between pulls, so those are real numbers, although it was a warm day and the engine could have had some heat soak. When we dyno in Bakersfield, after the race tune, we will unstrap the truck, change the rear tires, let it cool and make a hero pass just for grins....I usually sit at least an hour between runs at the strip...so that will be a real world number for me.
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I thought 21% drivetrain loss was standard for an SRT10. Your numbers substantiate that.
**Edit**
I was totally wrong about this. Thanks to all of you who texted and called me out on it.
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All this math is giving me an anxiety attack. Brad, please post some videos of the run stat!
Psycho1122
Full Access Member
As we all know... H.P. is TORQUE multiplied. This is where it's at...
"Its making over 500 wheel torque from 2500 rpm and still making over 600 above 5500 rpm"
This is an impressive swath of cylinder pressure on 91 pump with an N.A. two valve head. :rock:
Jerry, can you share the peak TQ # at 5K?
Cheers!
"Its making over 500 wheel torque from 2500 rpm and still making over 600 above 5500 rpm"
This is an impressive swath of cylinder pressure on 91 pump with an N.A. two valve head. :rock:
Jerry, can you share the peak TQ # at 5K?
Cheers!
As we all know... H.P. is TORQUE multiplied. This is where it's at...
"Its making over 500 wheel torque from 2500 rpm and still making over 600 above 5500 rpm"
This is an impressive swath of cylinder pressure on 91 pump with an N.A. two valve head. :rock:
Jerry, can you share the peak TQ # at 5K?
Cheers!
I believe on Post #322 by SRTBrad it shows peak torque at 642 (641.99). I believe peak torque is at 5,000 rpm. The truck revs to 7,000 rpm. With peak horsepower at 6,400 I will probably be shifting at between 6,600 and 6,800 during a 1/4 mile run and drive it through the lights at 7,000 if needed. With my 30" tall cheater slicks, theoretical top speed in 4th gear at 7,000 rpm is 137 mph. I don't think I will be that fast in the 1/4 mile , so I think my 4.56 rear gear is going to be just about perfect. I hope to be over 130 mph though.
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Awesome numbers, especially the average torque. It will lose dramatically with the Cheater slicks from my experience, just FYI. Doms was almost 200whp down with m+h 390s over the 22's on the old setup.
How come?
Rolling resistance/sidewall is the main thing, gear ratio change doesn't help either. No different than going to the track with drag tires and running less mph than on street tires (my truck was 3mph slower on drag tires). Lower numerical gear ratio (or taller tires of same compound) will always make more power on a dynojet chassis dyno. Haven't tried my mustang dyno yet to see the difference (if any).
Also my personal experience is about 17% drivetrain loss from factory rating to the tire on a Dynojet (~420ish whp stock RC). When this engine was originally dyno'd it did not have a full exhaust system, air intake, possibly some of the accessories, etc like it does now. All those things will add up, it just comes down to the number you want to believe or brag about!
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