Just got back from using the new Dyno Jet over at LaSota Racing's spacious new facility. The graphs will be emailed to me by tomorrow at the latest, at which point I'll upload them directly to this post/thread.

Before getting into the details here's the full list of mods on my Jeep for both dyno sessions (nothing changed between the two dyno days):

DUB AIR CAI, snorkel mod, MotoRad/Valucraft 176* T-stat, full Stainless Works exhaust.

For those that recall, my Jeep made 369rwhp/367rwtq uncorrected on a Mustang Dyno that reads like a Dyno Jet, in third gear immediately after installation of a full Stainless Works exhaust (LT to tailpipe) a few weeks back. Air temp the day of that dyno was 60F with humidity in the low 20% range.
Today on the Dyno Jet it made a best of 366rwhp/370rwtq SAE Corrected in fourth gear with 86F air and 37%+ humidity. STD numbers were ~375/380rw. We made three pulls, the first was within 3hp/tq of the second (highest), and on the third (the coolant guage was actually around 185F for this pull) we had to disconnect the battery (reset the PCM) so it would upshift on the dyno. :( The first and second runs were made with the coolant temp. around 195F.
All in all I'm quite satisfied with the numbers it put down. While the disparity between dyno days may not be as large as some would have liked, there's a substantial difference IMO when the variables (3rd vs. 4th gear, SAE correction) are factored in. What's more, I have some quality corrected baseline runs to compare the B&G stage II flash with.
The next step will be to get to the track to see what the combination actually runs, which won't happen before next week due to the hot/humid air we have for the next week or so.
One last little tidbit of interesting info: Don LaSota wrote both the SCT and Diablo tuning manuals, and not surprisingly is a well known tuner/teacher within the industry. If any of you are familiar with Jerry W. (one of the founders of SCT) you probably know he recently left SCT and is now on his own. I heard today that Jerry is actually reflashing DCX products with SCT tuning software, with great results, despite the fact DCX has filed suit against him. I was also told not to waste my time with anything Diablo--. Take it FWIW. ;)

I noticed something interesting when cross referencing my data (SAE/4th gear graph, with full Stainless Works exhaust, T-stat, snorkel, DUB AIR CAI) with generalconfusion's (his SAE/4th gear graph with lid on, B&G II, Kooks/Corsa, K&N, snorkel, T-stat). Below 5500rpm avg HP/TQ made by the Stainless Works system speaks for itself. I believe this is due to the smaller primary diameter SWorks uses.
For instance, the gains at these rpm increments are:

At 3600rpm +20rwhp/+25rwtq
At 3700rpm +17rwhp/+27rwtq
At 3800rpm +15rwhp/+15rwtq
At 4000rpm +10rwhp/+12rwtq
At 4400rpm +2rwhp/+6rwtq
At 4800rpm +8rwhp/+9rwtq
At 5200rpm +5rwhp/0rwtq
At 5500rpm 0rwhp/+7rwtq
At 5800rpm 0rwhp/0rwtq
At 6000rpm 0rwhp/0rwtq

Spreadsheet of what I believe was the first dyno run:

RunFile_002.drf: 86.07 °F 29.35 in-Hg Humidity: 37 % SAE: 1.02 Average Gear Ratio: 46.75

s RPM x1000 hp ft-lbs
0.31 2.80 166.48 312.24
0.53 2.90 181.70 329.07
0.73 3.00 187.86 328.89
0.95 3.10 194.85 330.12
1.17 3.20 202.90 333.03
1.39 3.30 209.75 333.82
1.60 3.40 216.82 334.92
1.80 3.50 226.47 339.83
2.00 3.60 235.35 343.34
2.21 3.70 244.17 346.60
2.41 3.80 255.01 352.45
2.60 3.90 263.61 355.00
2.80 4.00 271.62 356.64
3.00 4.10 278.29 356.49
3.19 4.20 286.57 358.34
3.40 4.30 294.17 359.31
3.60 4.40 302.34 360.89
3.79 4.50 311.16 363.16
3.98 4.60 321.16 366.68
4.17 4.70 330.69 369.54
4.37 4.80 337.57 369.37
4.56 4.90 342.60 367.22
4.76 5.00 346.86 364.35
4.96 5.10 350.31 360.76
5.16 5.20 354.64 358.19
5.37 5.30 358.38 355.15
5.57 5.40 362.43 352.50
5.78 5.50 363.17 346.80
5.99 5.60 365.70 342.99
6.22 5.70 364.85 336.19
6.44 5.80 363.85 329.48
6.67 5.90 363.88 323.92
6.90 6.00 360.89 315.91
7.14 6.10 356.23 306.72
--------- --------- --------- ---------
MAX: 7.14 6.10 365.70 369.54
MIN: 0.31 2.80 166.48 306.72

Finally the graph:

http://i145.photobucket.com/albums/r206/Fourcam330/JeepDyno1.jpg

Great info Stroke.

Wow, thanks for doing this Stroke! :)

What track do you plan on running at?

Thanks.

Out of all that all i heard was ....


I heard today that Jerry is actually reflashing DCX products with SCT tuning software, with great results, despite the fact DCX has filed suit against him. ;)

Just got back from using the new Dyno Jet over at LaSota Racing's spacious new facility. The graphs will be emailed to me by tomorrow at the latest, at which point I'll upload them directly to this post/thread.

Before getting into the details here's the full list of mods on my Jeep for both dyno sessions (nothing changed between the two dyno days):

DUB AIR CAI, snorkel mod, MotoRad/Valucraft 176* T-stat, full Stainless Works exhaust.

For those that recall, my Jeep made 369rwhp/367rwtq uncorrected on a Mustang Dyno that reads like a Dyno Jet, in third gear immediately after installation of a full Stainless Works exhaust (LT to tailpipe) a few weeks back. Air temp the day of that dyno was 60F with humidity in the low 20% range.
Today on the Dyno Jet it made a best of 366rwhp/370rwtq SAE Corrected in fourth gear with 86F air and 37%+ humidity. STD numbers were ~375/380rw. We made three pulls, the first was within 3hp/tq of the second (highest), and on the third (the coolant guage was actually around 185F for this pull) we had to disconnect the battery (reset the PCM) so it would upshift on the dyno. :( The first and second runs were made with the coolant temp. around 195F.
All in all I'm quite satisfied with the numbers it put down. While the disparity between dyno days may not be as large as some would have liked, there's a substantial difference IMO when the variables (3rd vs. 4th gear, SAE correction) are factored in. What's more, I have some quality corrected baseline runs to compare the B&G stage II flash with.
The next step will be to get to the track to see what the combination actually runs, which won't happen before next week due to the hot/humid air we have for the next week or so.
One last little tidbit of interesting info: Don LaSota wrote both the SCT and Diablo tuning manuals, and not surprisingly is a well known tuner/teacher within the industry. If any of you are familiar with Jerry W. (one of the founders of SCT) you probably know he recently left SCT and is now on his own. I heard today that Jerry is actually reflashing DCX products with SCT tuning software, with great results, despite the fact DCX has filed suit against him. I was also told not to waste my time with anything Diablo--. Take it FWIW. ;)

Am I missing something? That is not much better than stock. Hmmmm....

Dynos have ranged from 335 to 355 stock.

Am I missing something? That is not much better than stock. Hmmmm....

Did you read the entire post? As Jamie stated, how many stockers are putting down 366/370rw SAE or 375/380 STD in fourth gear? Unless I'm missing something the vast majority of numbers posted on this site are uncorrected, in third gear, and with quite a few of them coming in winter/early spring.
I'd actually like for others with similar mods (full exhaust, T-stat, CAI/filter) to post their dyno numbers/graphs, including correction factor, if any, in this thread for the sake of comparison. Tony, Steve your input would be greatly appreciated.


I plan on running first at National Trail (as far as tracks go, it's junk) as soon as we get some decent (below 85F and less humid) air, then at Norwalk.

Out of all that all i heard was ....


He's a hard man to get a hold of, but he is traveling around doing dyno/tuning days.

I pulled this from the headers thread on page two (http://www.cherokeesrt8.com/forums/showthread.php?t=4520&page=7) it's a SAE corrected dyno graph from generalconfusion's Jeep with "Kooks/Corsa/B&G Stage 2/Phenolic spacers and GSM ported manifold". Additionally I believe that Steve also had at least a drop in K&N (if not CAI) and T-stat, snorkel mod--also not sure if this is a third (I think) or fourth gear pull:

364rwhp/363rwtq SAE Corrected.

http://i77.photobucket.com/albums/j66/sgtstanko/steve-srt8-2.jpg

I pulled this from the headers thread on page two (http://www.cherokeesrt8.com/forums/showthread.php?t=4520&page=7) it's a SAE corrected dyno graph from generalconfusion's Jeep with "Kooks/Corsa/B&G Stage 2/Phenolic spacers and GSM ported manifold". Additionally I believe that Steve also had at least a drop in K&N (if not CAI) and T-stat, snorkel mod--also not sure if this is a third (I think) or fourth gear pull:

364rwhp/363rwtq SAE Corrected.

http://i77.photobucket.com/albums/j66/sgtstanko/steve-srt8-2.jpg

Its a 4th gear "corrected" to compare to last years 4th gear corrected when my truck was completly stock. Both runs were with the stock cai system. A K&N panel showed no improvement nor does the snorkel mod until your moving at high speed to get the air moving. GSM "port matches" the manifold to the gaskets, which is the stock intake dimension.

So stock it made 332hp/338tq vs 364hp/363tq with minor bolt on parts....this just proves that my truck over time made improvements with the modifications.

IMO I dont believe the SW system makes any more power than Kooks, especially on a stock motor and thats what most of us have "stock" motors. Bolt ons help, but I certainly dont consider them big power items. They enhance/compliment in combination and you really dont see the "big" benefits until a cam/better flowing heads come into play.

Stand alone....L/T Headers over SRT8 factory shorties.... "MIGHT" make 15hp......maybe.

Its a 4th gear "corrected" to compare to last years 4th gear corrected when my truck was completly stock. Both runs were with the stock cai system. A K&N panel showed no improvement nor does the snorkel mod until your moving at high speed to get the air moving. GSM "port matches" the manifold to the gaskets, which is the stock intake dimension.

So stock it made 332hp/338tq vs 364hp/363tq with minor bolt on parts....this just proves that my truck over time made improvements with the modifications.

IMO I dont believe the SW system makes any more power than Kooks, especially on a stock motor and thats what most of us have "stock" motors. Bolt ons help, but I certainly dont consider them big power items. They enhance/compliment in combination and you really dont see the "big" benefits until a cam/better flowing heads come into play.

Stand alone....L/T Headers over SRT8 factory shorties.... "MIGHT" make 15hp......maybe.

Thanks for chiming in Steve--a fourth gear pull with SAE correction is great for the sake of comparison. I agree in that we're not going to see major gains until H/C come into play, we're just not moving enough air in stock longblock fashion. Gains from both systems (Kooks and Stainless Works) at this point will be similar.
I'm still waiting on the graphs to be emailed, but I'm interested (personal curiosity more than anything) in seeing how our torque curves stack up; since you have 1 7/8" primaries and I have 1 3/4". Again though, I doubt there's much of a difference.

I still want to point out that ...CORRECTED is nice so that others can get close to compare to your results.......and most dynos you can safely say there can be a 10% spread. However the UNCORRECTED still what you "ACTUALLY" put down to the wheels that day.

So that day CORRECTED (SAE formula) when I removed my stock air lid
http://i77.photobucket.com/albums/j66/sgtstanko/steve-gcsrt8-7.jpg

So that day UNCORRECTED when I removed the stock air lid it "actually" made great power to the wheels...380hp/376tq
http://i77.photobucket.com/albums/j66/sgtstanko/steve-gcsrt8-6.jpg

Mmmm. I'd like some of that air :)

Steve, you think the Dub AIR CAI is hurting me?

As for corrected vs. uncorrected, I really don't see the need for using uncorrected numbers (maybe other than same day track/dyno testing, to see what kind of power it took to run what number). Using corrected eliminates a huge variable, and brings some much needed consistency to the table, similar to weather correcting for ETs--as we all live in largely different regions of the continent with just as much disparity in climate/weather.
Further, if we all used the same correction factor (SAE vs. STD or STP) and pulled in fourth gear, we'd have some really useful data in time.

Mmmm. I'd like some of that air :)

Steve, you think the Dub AIR CAI is hurting me?

As for corrected vs. uncorrected, I really don't see the need for using uncorrected numbers (maybe other than same day track/dyno testing, to see what kind of power it took to run what number). Using corrected eliminates a huge variable, and brings some much needed consistency to the table, similar to weather correcting for ETs--as we all live in largely different regions of the continent with just as much disparity in climate/weather.
Further, if we all used the same correction factor (SAE vs. STD or STP) and pulled in fourth gear, we'd have some really useful data in time.

Good point Stroke!
I have Dyno sheets but they are uncorrected, so they are only good to compare mods I did between pulls, I'm glad another GC SRT8 was there same day to do a comparo.
I also agree that it would be usefull to use corrected ET, but let's all use the same Weather site, Da calculator and ET Correction site so it's fair to everyone. I'll use the one you guys suggest.
Claude

Good point Stroke!
I have Dyno sheets but they are uncorrected, so they are only good to compare mods I did between pulls, I'm glad another GC SRT8 was there same day to do a comparo.
I also agree that it would be usefull to use corrected ET, but let's all use the same Weather site, Da calculator and ET Correction site so it's fair to everyone. I'll use the one you guys suggest.
Claude

Great suggeston Claude. This board is small enough that something like this, a standardization of data, is definitely possible. Without question, it would benefit us all in the long run.

Guys I have not yet dynoed mine as I am waiting to get rid of this Mopar half ass CAI on my truck, Ill post when I get dynoed.

Mmmm. I'd like some of that air :)

Steve, you think the Dub AIR CAI is hurting me?

As for corrected vs. uncorrected, I really don't see the need for using uncorrected numbers (maybe other than same day track/dyno testing, to see what kind of power it took to run what number). Using corrected eliminates a huge variable, and brings some much needed consistency to the table, similar to weather correcting for ETs--as we all live in largely different regions of the continent with just as much disparity in climate/weather.
Further, if we all used the same correction factor (SAE vs. STD or STP) and pulled in fourth gear, we'd have some really useful data in time.

I agree, but people will argue more on the side of corrected........I myself (and Dan Harman) the uncorrected # is what she puts out in my part of the country.......if I lived on the East Coast it would probably be closer to 390-400hp. I thought my Jeep was slow because of the results I was getting on the 1/8mile track but now that I had a chance to finally run a 1/4 mile...... multiple times against another Jeep (Envied is minus two power mods of ECU and headers) I now see it actually runs extremly well and it has in fact responded to the combination of mods.

We dynoed another members Jeep at GSM..(not Harmanmotive)...he had the DUB and he was down on power for stock......we removed the DUB and if memory serves me right it immediately made like 18-20 more hp......its on a past thread......anyway we immediately put it back on and boom......down on power.

If you are looking for a new CAI give me until tomorrow night to really test this carbon fiber design one more time....and i will PM you with what we may have in 30 or so days......otherwise I'd put the stock cai back on with a K&N flat panel or Volant.

Steve, I'm waiting on that CAI. It has everything I want (IAT relocate, sealed box, large filter, and looks) and I'll buy it in a heartbeat. Also clean out your PMs, I'm trying to message you, I may have an exhaust leak.
Check this out...
For some reason the graph didn't come through, just this spreadsheet. The graph will be re-emailed asap, but I did notice something interesting when cross referencing my data (SAE/4th gear graph, with full Stainless Works exhaust, T-stat, snorkel, DUB AIR CAI) with generalconfusion's (his SAE/4th gear graph with lid on, B&G II, Kooks/Corsa, K&N, phenolics, port matched intake manifold, snorkel, T-stat). Below 5500rpm avg HP/TQ made by the Stainless Works system speaks for itself.
I believe this is due to the smaller primary diameter SWorks uses.

For instance, the gains of Stainless Works over Kooks/Corsa at these rpm increments are:

At 3600rpm +20rwhp/+25rwtq
At 3700rpm +17rwhp/+27rwtq
At 3800rpm +15rwhp/+15rwtq
At 4000rpm +10rwhp/+12rwtq
At 4400rpm +2rwhp/+6rwtq
At 4800rpm +8rwhp/+9rwtq
At 5200rpm +5rwhp/0rwtq
At 5500rpm 0rwhp/+7rwtq
At 5800rpm 0rwhp/0rwtq
At 6000rpm 0rwhp/0rwtq



RunFile_002.drf: 86.07 °F 29.35 in-Hg Humidity: 37 % SAE: 1.02 Average Gear Ratio: 46.75

s RPM x1000 hp ft-lbs
0.31 2.80 166.48 312.24
0.53 2.90 181.70 329.07
0.73 3.00 187.86 328.89
0.95 3.10 194.85 330.12
1.17 3.20 202.90 333.03
1.39 3.30 209.75 333.82
1.60 3.40 216.82 334.92
1.80 3.50 226.47 339.83
2.00 3.60 235.35 343.34
2.21 3.70 244.17 346.60
2.41 3.80 255.01 352.45
2.60 3.90 263.61 355.00
2.80 4.00 271.62 356.64
3.00 4.10 278.29 356.49
3.19 4.20 286.57 358.34
3.40 4.30 294.17 359.31
3.60 4.40 302.34 360.89
3.79 4.50 311.16 363.16
3.98 4.60 321.16 366.68
4.17 4.70 330.69 369.54
4.37 4.80 337.57 369.37
4.56 4.90 342.60 367.22
4.76 5.00 346.86 364.35
4.96 5.10 350.31 360.76
5.16 5.20 354.64 358.19
5.37 5.30 358.38 355.15
5.57 5.40 362.43 352.50
5.78 5.50 363.17 346.80
5.99 5.60 365.70 342.99
6.22 5.70 364.85 336.19
6.44 5.80 363.85 329.48
6.67 5.90 363.88 323.92
6.90 6.00 360.89 315.91
7.14 6.10 356.23 306.72
--------- --------- --------- ---------
MAX: 7.14 6.10 365.70 369.54
MIN: 0.31 2.80 166.48 306.72

Good point Stroke!
I have Dyno sheets but they are uncorrected, so they are only good to compare mods I did between pulls, I'm glad another GC SRT8 was there same day to do a comparo.
I also agree that it would be usefull to use corrected ET, but let's all use the same Weather site, Da calculator and ET Correction site so it's fair to everyone. I'll use the one you guys suggest.
Claude


Weather site most used with Historical Data and all parameters...just change the location
http://www.wunderground.com/US/CA/Irwindale.html

Most used Density Calculator site...
http://wahiduddin.net/calc/calc_da.htm

NHRA Elevation Correction
http://www.smokemup.com/auto_math/nhra_correction_factors.php

Steve, I'm waiting on that CAI. It has everything I want (IAT relocate, sealed box, large filter, and looks) and I'll buy it in a heartbeat. Also clean out your PMs, I'm trying to message you, I may have an exhaust leak.
Check this out...
For some reason the graph didn't come through, just this spreadsheet. The graph will be re-emailed tomorrow, but I did notice something interesting when cross referencing our data (your SAE/4th gear graph with lid on). Below 5500rpm avg HP/TQ made by the Stainless Works system speaks for itself. I believe this is due to the smaller primary diameter SWorks uses.
For instance, the gains at these rpm increments are:
At 3600rpm +20rwhp/+25rwtq
At 3700rpm +17rwhp/+27rwtq
At 3800rpm +15rwhp/+15rwtq
At 4000rpm +10rwhp/+12rwtq
At 4400rpm +2rwhp/+6rwtq
At 4800rpm +8rwhp/+9rwtq
At 5200rpm +5rwhp/0rwtq
At 5500rpm 0rwhp/+7rwtq
At 5800rpm 0rwhp/0rwtq
At 6000rpm 0rwhp/0rwtq




I agree.....the smaller tube does seem to make the motor more responsive.....they are such a PITA to remove and just paid $800 to have them removed and new gaskets installed on both sides.....its hard for me now to justify removing them.

I'll see if Harman can graph my sheets......although not exact the sheets will definetly be in the ballpark in terms of comparison. None the less that is a huge difference if accurate!

My PM box is now clear.

Question:
Smaller primarys good for the 426 Supercharged engine also or go with Kooks for this application?

I would really like to go with the SS. version if similar power.
Bill

Question:
Smaller primarys good for the 426 Supercharged engine also or go with Kooks for this application?

I would really like to go with the SS. version if similar power.
Bill


Actually.........now your getting into much bigger cubic inch.......like comparing a 350 small block to a 427 big block.....especially S/C.....I think the slightly larger Kooks would work best in your case.

I fully agree that power under the curve makes a car faster, however I must say I am a little shocked that the SS long tubes make little to no power over the stock shorties up top? I had an LS1 SS camaro a few cars ago, I had JBA shorties, and I had seen other LS1's with long tubes make more power than I did. The long tubes actually made less below 3000 then steadily made more power up to the rev limiter. Make no mistake about it my car with only bolt ons was fast (12.90's @ 108 without DR's at E-Town)... I most likely will be buying headers, I just want to choose wisely... ;)

Weather site most used with Historical Data and all parameters...just change the location
http://www.wunderground.com/US/CA/Irwindale.html

Most used Density Calculator site...
http://wahiduddin.net/calc/calc_da.htm

NHRA Elevation Correction
http://www.smokemup.com/auto_math/nhra_correction_factors.php

We need to make this info a sticky.

I fully agree that power under the curve makes a car faster, however I must say I am a little shocked that the SS long tubes make little to no power over the stock shorties up top? I had an LS1 SS camaro a few cars ago, I had JBA shorties, and I had seen other LS1's with long tubes make more power than I did. The long tubes actually made less below 3000 then steadily made more power up to the rev limiter. Make no mistake about it my car with only bolt ons was fast (12.90's @ 108 without DR's at E-Town)... I most likely will be buying headers, I just want to choose wisely... ;)


Nino,
The gains from my post are Stainless Works full exhaust vs. Kooks longtubes/Corsa Catback, not stock manifolds.

Just to be clear the comparison in avg HP/TQ was between my data (SAE/4th gear graph, with full Stainless Works exhaust, T-stat, snorkel, DUB AIR CAI) and generalconfusion's (his SAE/4th gear graph with lid on, B&G II, Kooks/Corsa, K&N, phenolics, port matched intake manifold, snorkel, T-stat).

Question:
Smaller primarys good for the 426 Supercharged engine also or go with Kooks for this application?

I would really like to go with the SS. version if similar power.
Bill


Bill,
I would agree with Steve in that larger inch motors need a larger diameter primary. With that being said however, I distinctly remember having a discussion with Al Noe (former GM at Stainless Works) about the difference between their choice (1 3/4") and Kooks' (1 7/8") in PD. Typically their (SWorks vs. Kooks) headers carry the same primary diameter between models, obviously not so in this case.
Al stated that even after porting the 1 3/4" primary would be a much better fit to the exhaust port than 1 7/8". In fact the exhaust ports would have to be "hogged out" before the Kooks would appear to truly line up to the ports.
Other questions that need to be answered are how high you're going to spin the 7.0L, and how much the exhaust port will be opened up?

My mistake Stroke... If this is truly the case it is pretty clear that the Kooks do not have the midrange power due to the larger diameter. I would be interested to see what kind of #'s your jeep puts down in the 1/4? Anyhoo, good luck with your truck. Sounds like she is running strong...

My mistake Stroke... If this is truly the case it is pretty clear that the Kooks do not have the midrange power due to the larger diameter. I would be interested to see what kind of #'s your jeep puts down in the 1/4? Anyhoo, good luck with your truck. Sounds like she is running strong...


Thanks! I'll post as soon as I hit the track.

Thanks! I'll post as soon as I hit the track.

Good #'s Stroke, Can't wait to see you take her down the track...BTW I do remember a thread awhile back where the DUB lost horsepower...so your #'s good be better without it.

I had originally planned on dynoing the Dub vs. stock/K&N drop in, but I'm going to wait for Runnin9s carbon fiber CAI and redyno with the B&G stage II at the same time.

For the hell of it I cross referenced more rpm/data points using my spreadsheet and general's SAE/4th gear 374rwhp/371rwtq SAE (with lid off) graph. The continuing trend seems to add to the credibility of the smaller primary theory.

2800rpm: 0rwhp/+7rwtq
3000rpm: +9rwhp/+14rwtq
3300rpm: +21rwhp/+31rwtq
3500rpm: +11rwhp/+20rwtq

Bill,
I would agree with Steve in that larger inch motors need a larger diameter primary. With that being said however, I distinctly remember having a discussion with Al Noe (former GM at Stainless Works) about the difference between their choice (1 3/4") and Kooks' (1 7/8") in PD. Typically their (SWorks vs. Kooks) headers carry the same primary diameter between models, obviously not so in this case.
Al stated that even after porting the 1 3/4" primary would be a much better fit to the exhaust port than 1 7/8". In fact the exhaust ports would have to be "hogged out" before the Kooks would appear to truly line up to the ports.
Other questions that need to be answered are how high you're going to spin the 7.0L, and how much the exhaust port will be opened up?
Stroker,
I am planning a relatively low rpm engine still shifting at 6200 rpm. Maybe this way the thing will hold together for the long term.

Of course max. rpm could change if the engine (with whatever camshaft) continues to pull at 6200 ++.

The header difference should show up on a engine dyno shouldn't it? Maybe a good back to back test.

Bill

Stroker,
I am planning a relatively low rpm engine still shifting at 6200 rpm. Maybe this way the thing will hold together for the long term.

Of course max. rpm could change if the engine (with whatever camshaft) continues to pull at 6200 ++.

The header difference should show up on a engine dyno shouldn't it? Maybe a good back to back test.

Bill

Bill testing them on an engine dyno would be optimal.

Bill testing them on an engine dyno would be optimal.
2 sets of headers???
Maybe General (or someone who pulled them off) can donate the Kooks for this test???
Does this EVER end?
Bill

Testing then at the track with before and after times are the best.
Don't get stuck on dyno numbers.
Damn I sound like a broken record.

Testing then at the track with before and after times are the best.
Don't get stuck on dyno numbers.
Damn I sound like a broken record.

Definitely, especially with corrected ETs/Traps, but Bill's going to have his 426 on an engine dyno before it gets into the truck.

What's the latest on the ETA for your new build Bill?

Stroker,
I am planning a relatively low rpm engine still shifting at 6200 rpm. Maybe this way the thing will hold together for the long term.

Of course max. rpm could change if the engine (with whatever camshaft) continues to pull at 6200 ++.

The header difference should show up on a engine dyno shouldn't it? Maybe a good back to back test.

Bill


Being that you're using aftermarket engine management, I think the trans is going to be the determining factor in deciding shift points.

Definitely, especially with corrected ETs/Traps, but Bill's going to have his 426 on an engine dyno before it gets into the truck.

What's the latest on the ETA for your new build Bill?

As you know, I am a great believer in the track testing.
However, I will draw the line at r&r headers at the track!!!

I do not know the timeline on the engine / electronics. I do know its not this week or next. The tone wheel has been replaced on the new 426, but, the electronics are as far along as my rear diff....which also is taking place in AZ. Actually the place in AZ that I found said NO PROBLEM to do the 9" Ford diff with the anti-lock the way I wanted it done.

What is with AZ??? Can't we do anything anywhere else, LOL.
Bill
Bill

2 sets of headers???
Maybe General (or someone who pulled them off) can donate the Kooks for this test???
Does this EVER end?
Bill

Bill,
NO:D ............I mean it never ends. On a fuel injected engine it will show and typically you should be able to tune the "difference" out.......unless there is a huge difference that truly upsets the A/F ratio

Testing then at the track with before and after times are the best.
Don't get stuck on dyno numbers.
Damn I sound like a broken record.

Grn,
Your right he should not get stuck on dyno numbers.....but you put the engine on the engine dyno and load her down.......see where it leans out or richens up under load.......then make the necessary adjustments......before the track!

Finally the graph:

http://i145.photobucket.com/albums/r206/Fourcam330/JeepDyno1.jpg

Any word about getting a CEL yet? How many miles have you put on now?

None to date, 1344 miles.

Sweet! Sounds like we have a winner!