treynor
Enthusiast
As some of you know, I've been very curious to see what my DLM Level IV makes now that it's in street trim with catalytic converters installed, air filter in place, NOS bottle removed, 91-octane CA swill in the main tank, etc. I popped down to my local dyno today and strapped 'er down for a couple of runs. The results were, well, gratifying and frustrating.
With the fan blowing but no cool-down period after the 15 mile drive to the dyno, I worked my way up to 4th gear and 3000 RPM, and waited for the signal. The dyno operator made the "hit it" gesture, and I floored the "go" pedal. The run lasted 1.5 seconds, as both rear tires dissolved into clouds of blue smoke and the dyno operator shouted "woah!!!". People from the front of the shop came running back to see what had just emitted such an unearthly sound, a combination of basso bellowing from the Corsa and the screech of 345-width tires.
With a watching crowd now assembled, the dyno operator tightened down the straps, and we decided to run for about 30 seconds at 70 mph to warm up the tires before the second run. After the requisite warmup, he again gave me the thumbs up and I rolled into the throttle more gradually to avoid shocking the tires loose. There was a roar and a howl, the tires bit, and the RPMs started climbing at a reasonable rate until 4700 RPM, at which point they again jumped. The tires had once again spun, this time as the blower reached its efficient region and the boost peaked.
With no more traction to be found, we decided to call it a day. The dyno read a peak of 850 RWTQ and 766 RWHP SAE (896 RWTQ / 807 RWHP actual) with the HP "curve" literally a straight line from 3000 RPM to where the tires spun at 4700. It's difficult to predict what shape the curve would have held from 4700 to the 6200 redline, but given Doug's other car results and the porting and cam in the car, it probably would have levelled off only modestly, yielding an expected peak HP in the high 800s SAE.
Next time, I'm bringing:
a) Drag radials;
b) A 300-lb companion for the passenger seat;
c) 200 lbs of scrap iron for the trunk.
I honestly have no idea how I'm going to dyno this thing on N2O
With the fan blowing but no cool-down period after the 15 mile drive to the dyno, I worked my way up to 4th gear and 3000 RPM, and waited for the signal. The dyno operator made the "hit it" gesture, and I floored the "go" pedal. The run lasted 1.5 seconds, as both rear tires dissolved into clouds of blue smoke and the dyno operator shouted "woah!!!". People from the front of the shop came running back to see what had just emitted such an unearthly sound, a combination of basso bellowing from the Corsa and the screech of 345-width tires.
With a watching crowd now assembled, the dyno operator tightened down the straps, and we decided to run for about 30 seconds at 70 mph to warm up the tires before the second run. After the requisite warmup, he again gave me the thumbs up and I rolled into the throttle more gradually to avoid shocking the tires loose. There was a roar and a howl, the tires bit, and the RPMs started climbing at a reasonable rate until 4700 RPM, at which point they again jumped. The tires had once again spun, this time as the blower reached its efficient region and the boost peaked.
With no more traction to be found, we decided to call it a day. The dyno read a peak of 850 RWTQ and 766 RWHP SAE (896 RWTQ / 807 RWHP actual) with the HP "curve" literally a straight line from 3000 RPM to where the tires spun at 4700. It's difficult to predict what shape the curve would have held from 4700 to the 6200 redline, but given Doug's other car results and the porting and cam in the car, it probably would have levelled off only modestly, yielding an expected peak HP in the high 800s SAE.
Next time, I'm bringing:
a) Drag radials;
b) A 300-lb companion for the passenger seat;
c) 200 lbs of scrap iron for the trunk.
I honestly have no idea how I'm going to dyno this thing on N2O
