Ronnie's NA Build

Discussion in 'Dyno Stuff' started by rottenronnie, Jun 13, 2016.

  1. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    2005 QC

    Unported Street-Strikers, Unported Intake, Headers, etc.

    226/228 on a 115

    11:1 on pump gas

    600.3/598.2 Dynojet through the auto and cats.

    I think it was 387 when I bought it brand new in 2005

    600.3 divided by 505 cubic inch= 1.18 hp per cubic inch through the auto. Or 1.23 hp per cubic inch IF it was through a standard... But it isn't. :)
    Past couple of tanks 19 Imperial miles per gallon.

    So the engine seems to be efficient.

    Im happy with that.
     
    Last edited: Jun 13, 2016
  2. guyrobert

    guyrobert Full Access Member

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    Stock bottom end?
     
  3. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    No.

    Pistons, rods, treated crank, coated Gen IV bearings, oiling mods, main caps.

    Shift points currently at 6450 (likely too high for stock).
     
    Last edited: Jun 13, 2016
  4. earl lee

    earl lee Full Access Member

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    When the 6 speed conversion coming? :D
     
  5. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    I'm thinking never... :)
    That WOT 3-4 shift @ 125 miles per hour puts a smile on my face every time.

    There's a DYNOCOM dyno facility not far from here. If I go there, I can pickup another 80-90 wheel INSTANTLY.
    So... the 25-30 wheel I'm losing through the automatic now, wouldn't even matter !! :D
     
    Last edited: Jun 13, 2016
  6. bmxam962

    bmxam962 Full Access Member

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    Did I read that right that your revving yours too 6450? Can you post dyno sheet.
     
  7. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    The shift points (software) are set at 6450 WOT, that is correct. It will buzz higher than that but it works fine where it is and has good recovery between shifts.

    I guess I could have them send me a printout of the pull or grab one next time i am down there.

    What did you want to know..something about the power band?
     
    Last edited: Jun 14, 2016
  8. bmxam962

    bmxam962 Full Access Member

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    Just not very many revving that high. But I am sure that has alot to do alot with your heads and cam.
     
  9. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    Chris Jensen said the very same thing about the rpm. In fact ZERO other QC's he has tuned with the rpm cranked up there. :p

    I took an arbitrary guesstimate by the way it felt driving it and had Chris set rpm limits there.

    When the tranny was bagged (pretty much ALL of 2015), it would regularly bounce off of the hard-limiter at 6600. It got up there pretty quick but there's a lot of mass flying around inside the block so i thought I'd keep some reasonable rpm limits in place.

    Yes, breathing is certainly part of how freely an engine wants to rev (even through cats in this case).
    As it isn't an overly big camshaft, it doesn't have to rev to make power.
    I wanted torque (after all, it IS a heavy pig of a truck) and it does have a VERY wide torque band.
    AND, (believe it or not), decent gas mileage was also important to me and I would have liked even a bit better but it is what it is. I may have miscalculated on the Intake Closing point but I thought with the higher compression ratio it would have filled in the blank. I dunno..

    But overall, everything worked out fine.

    Chris (even with the 69 pound injectors) nailed a ruler-flat 13.0 at full throttle. The guy is a Master Tuner and I have the utmost respect for his abilities.

    Now I'd like to get some mile per hour numbers at the track which is FAR more important to me than dyno numbers, as they can be up and down..

    Have Fun...
     
    Last edited: Jun 14, 2016
  10. bmxam962

    bmxam962 Full Access Member

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    Thanks for your time and info. I am in the middle of an engine build now planning on revving to 6500-6600 with a procharger in a 6spd Qc. Obviously MPG is not a option for that set up
     
  11. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    I'd urge you to consider coated Gen IV bearings with the appropriate block machining AND find a 1-piece oil pump relief shuttle.
    The Gen IV is a 160 degree bearing and I like 'em.

    I ALMOST through in the towel and considered a 6 spd. but I can be a stubborn old bastard and kept at it until it was right. :)

    Best of luck with your project!!
     
    Last edited: Jun 14, 2016
  12. bmxam962

    bmxam962 Full Access Member

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    Thanks again and my contact you and pick your brain some.
     
  13. VPRPWRD

    VPRPWRD VTCoA Ring Leader Supporting Member

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    Can you share some more information on this block machining you speak of? Pictures would be nice too!
     
  14. VENOMOUS1 RACING

    VENOMOUS1 RACING Has Left the Room - Banned from VTCOA!

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    Very nice Ronnie! I can imagine it's quite a beast. :rock:
     
  15. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    SRTBrad(?) took this shot of Jerry's engine and it clearly shows what I'm referring to AND it is a better picture than the one I took of my own engine. Thank you Brad! I promise your photo will not be used for monetary gain,,:)

    There is little point in buying the "costly" (and recommend coated) Gen IV bearings without cutting this groove into the block's main bearing saddles. If it isn't done, the bearing won't work as designed.

    Other than that, I did some minor rounding off of some oil passages by hand- Sorry no pics.

    I used a 1-piece oil pump relief shuttle as some of the Gen IIIs produced an oscillation with the stock 3-piece assembly which is never good in any fluid system.

    To offset the added oil pressure created by the bearings and the 1-piece, I switched to 0-30 from 0-40. I use WIX oil filters. They are tough (burst is 200+ p.s.i.) and the canister actually contains a filter media that filters the oil!!!!

    The coated bearings (are supposed to) shed oil during operation and reduce parasitic losses. I'll take the Engineer's word for that, but it makes total sense..
    The reciprocating took very little effort to turn over by hand on the bench and is something I always strive for.

    Hope This Helps.

    [​IMG][/URL][/IMG]
     
    Last edited: Jun 14, 2016
  16. VPRPWRD

    VPRPWRD VTCoA Ring Leader Supporting Member

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    That is awesome information to have! Thank you!
     
  17. Slitherbeast

    Slitherbeast Active Member Supporting Member

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    We need a track day!
     
  18. SrtBrad

    SrtBrad Michel Productions

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    Don't remember if I took those pics you're referring to or if Jerry sent me those pics to post up.
     
  19. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    Well regardless, I hope you don't mind me using it.
     
  20. rottenronnie

    rottenronnie Well-Known Member Supporting Member

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    Yes, we do need a track day.
    I'm going to have to either use some lower front wheels and tires (like Oldcolt suggested) to match the OD of the drag radials or make some passes with the regular setup (street tires).
    The height difference between the DRs and the stock setup in the front (with the antilock brake sensors working) , REALLY confused the automatic transmission and it would shift up and down during a pass near the 1000 foot mark.
     
    Last edited: Jun 15, 2016