My amazing dyno numbers!!! Not!
lol... I was asking a general question. I know your not them. I'll be waiting for the black friday sale I guess. However let me present you all with a question. I travel for work ALOT! Usually I fly, but sometimes if its practical I will take the balt on a road trip. So since E-85 isn't widely available I can't do that. Meth isn't really practical for me either for the same reasons. With that being said what would you recommend?
Your running well outside of the m62s efficiency, and your not using e-85, race gas, or meth?
I'm going to go on a limb, your running around 16-18 psi?
- The eaton m62s optimal efficiency PSI is between 5-10 PSI, like many 60* twist roots superchargers. The greater the psi, the greater the parasitic loss.
Next, the eaton m62 charts are spun to a max of 14,000 rpm, any greater and it's outside it's efficiency range.
- You are spinning your blower by 7100 rpm to 17,750 rpm.
In a perfect world, the hp drive loss would continue linearly. But this isn't a perfect world...
Basically, your setup is counter productive using a 2.6 on pump gas. The amount of power it takes just to have the blower inlet output spit out another 100cfm IS POINTLESS if you you continue to run gas at the timing advance your able to get out of it...
Either step down to a 2.8-2.9 pulley, gain the efficiency back and the hp (in your case, 3hp difference).
or
keep the 2.6 on and toss a 5-7gph nozzle and have your tuner do what he does best.
I'm going to go on a limb, your running around 16-18 psi?
- The eaton m62s optimal efficiency PSI is between 5-10 PSI, like many 60* twist roots superchargers. The greater the psi, the greater the parasitic loss.
Next, the eaton m62 charts are spun to a max of 14,000 rpm, any greater and it's outside it's efficiency range.
- You are spinning your blower by 7100 rpm to 17,750 rpm.
In a perfect world, the hp drive loss would continue linearly. But this isn't a perfect world...
Basically, your setup is counter productive using a 2.6 on pump gas. The amount of power it takes just to have the blower inlet output spit out another 100cfm IS POINTLESS if you you continue to run gas at the timing advance your able to get out of it...
Either step down to a 2.8-2.9 pulley, gain the efficiency back and the hp (in your case, 3hp difference).
or
keep the 2.6 on and toss a 5-7gph nozzle and have your tuner do what he does best.
Your running well outside of the m62s efficiency, and your not using e-85, race gas, or meth?
I'm going to go on a limb, your running around 16-18 psi?
- The eaton m62s optimal efficiency PSI is between 5-10 PSI, like many 60* twist roots superchargers. The greater the psi, the greater the parasitic loss.
Next, the eaton m62 charts are spun to a max of 14,000 rpm, any greater and it's outside it's efficiency range.
- You are spinning your blower by 7100 rpm to 17,750 rpm.
In a perfect world, the hp drive loss would continue linearly. But this isn't a perfect world...
Basically, your setup is counter productive using a 2.6 on pump gas. The amount of power it takes just to have the blower inlet output spit out another 100cfm IS POINTLESS if you you continue to run gas at the timing advance your able to get out of it...
Either step down to a 2.8-2.9 pulley, gain the efficiency back and the hp (in your case, 3hp difference).
or
keep the 2.6 on and toss a 5-7gph nozzle and have your tuner do what he does best.
I'm going to go on a limb, your running around 16-18 psi?
- The eaton m62s optimal efficiency PSI is between 5-10 PSI, like many 60* twist roots superchargers. The greater the psi, the greater the parasitic loss.
Next, the eaton m62 charts are spun to a max of 14,000 rpm, any greater and it's outside it's efficiency range.
- You are spinning your blower by 7100 rpm to 17,750 rpm.
In a perfect world, the hp drive loss would continue linearly. But this isn't a perfect world...
Basically, your setup is counter productive using a 2.6 on pump gas. The amount of power it takes just to have the blower inlet output spit out another 100cfm IS POINTLESS if you you continue to run gas at the timing advance your able to get out of it...
Either step down to a 2.8-2.9 pulley, gain the efficiency back and the hp (in your case, 3hp difference).
or
keep the 2.6 on and toss a 5-7gph nozzle and have your tuner do what he does best.
Thanks
meth is quite practical actually. even if you go on road trips. when i had my setup i would drive to topeka and back(6hrs total) about every other weekend. and my 1.5 gallon tank would last about 2 months. the only reason is lasted that long was cause i'd do some spirited driving as well. i've had a tank in the car for 4 months once. just set the dial to activate the pump at say 8 or 10psi. it took me about 2 days to learn how to drive the car without going in to boost.
meth is quite practical actually. even if you go on road trips. when i had my setup i would drive to topeka and back(6hrs total) about every other weekend. and my 1.5 gallon tank would last about 2 months. the only reason is lasted that long was cause i'd do some spirited driving as well. i've had a tank in the car for 4 months once. just set the dial to activate the pump at say 8 or 10psi. it took me about 2 days to learn how to drive the car without going in to boost.
Yeah prob u up north. Look at it this way. the nozzle gets film from the dye which causes it to clogg. So that's why. people recommend it because its the only or there last source.
heard that!!!
shane i think the guy that was strapping the car down in the front was putting the fan in front of the car also. i'm pretty sure if he didn't the cars would have gotten very very hot. due to that heatsoak would have set in very quickly and even from the 1st to 2nd pull numbers would have been drasticly different due to pulled timing.
shane i think the guy that was strapping the car down in the front was putting the fan in front of the car also. i'm pretty sure if he didn't the cars would have gotten very very hot. due to that heatsoak would have set in very quickly and even from the 1st to 2nd pull numbers would have been drasticly different due to pulled timing.
Senior Member
Joined: 09-02-09
Posts: 4,210
Likes: 2
From: Wisconsin
So........ yesterday some of us Indy area guys went to a local dyno. My mods are 2.6, 60's, CAI, S3 Heat Exchanger, Ported/Polished M62, 3'' catted dp, muffler, pump gas, and Chevycobaltss3 tuned puling around 20 degree of timing.. I went into the day hoping for a conservative 270whp & 230TQ--- After many guys telling me I would be more like 280whp.. The numbers I received were not close 261.43whp & 219.55tq. As you might imagine I was a bit shocked. (scratching my head at this point
) I was the first modded SC to strap in, so I waited to for more numbers. However after watching guys that had only a 2.8 CAI w/a tune put down 3whp less then myself I became a curious.
After a guy put down 259whp & 217tq I decided to ask him if he would run me from a 40-100l 3rd gear no shift same as on the dyno. He agreed--- Needless to say i walked away from him by school buses... WTF?
Now
Another member on the forums here put down 280whp & 236tq with E85, CAI, Bad-Mab Header, 3" Catted Downpipe, 2.9", 60# Injectors, Chevycobaltss3 Tuned. These are more like the numbers I actually expected.. So he also offered to run me just to see what would happen.. We made the same run twice. (Now let me remind you he is making 18whp & 17tq more then me) We pretty much stayed door to door from 30 to 110 twice in gears 2nd&3rd before letting off.
So then I shifted back to talking to the dyno guys, but they couldn't give me an explanation either in the difference in numbers. From my car we could find No belts slip... No clutch slip... Air to fuel dropped throughout the powerband... So nothing in the tune. They let me get back on for a few more pulls I made a 4th gear pull the torque increased to 240, but still only made 263whp.
Now: Im completely aware dyno numbers aren't everything, and they are all different. Im just wanting some kind of reasoning on the discrepancies here.. Could it be the dyno? The ported blower? or???
Thanks guys sorry for the novel...
Couple quick facts
Dyno Type: Dyno Jet
Rev Limit on comparison Cobalt 7100. Mine set @7200 we both hit rev on our pulls
Same size tires and wheels to comparison Cobalt
Same Tuner as well
) I was the first modded SC to strap in, so I waited to for more numbers. However after watching guys that had only a 2.8 CAI w/a tune put down 3whp less then myself I became a curious. After a guy put down 259whp & 217tq I decided to ask him if he would run me from a 40-100l 3rd gear no shift same as on the dyno. He agreed--- Needless to say i walked away from him by school buses... WTF?
Now
Another member on the forums here put down 280whp & 236tq with E85, CAI, Bad-Mab Header, 3" Catted Downpipe, 2.9", 60# Injectors, Chevycobaltss3 Tuned. These are more like the numbers I actually expected.. So he also offered to run me just to see what would happen.. We made the same run twice. (Now let me remind you he is making 18whp & 17tq more then me) We pretty much stayed door to door from 30 to 110 twice in gears 2nd&3rd before letting off.
So then I shifted back to talking to the dyno guys, but they couldn't give me an explanation either in the difference in numbers. From my car we could find No belts slip... No clutch slip... Air to fuel dropped throughout the powerband... So nothing in the tune. They let me get back on for a few more pulls I made a 4th gear pull the torque increased to 240, but still only made 263whp.Now: Im completely aware dyno numbers aren't everything, and they are all different. Im just wanting some kind of reasoning on the discrepancies here.. Could it be the dyno? The ported blower? or???
Thanks guys sorry for the novel...
Couple quick facts
Dyno Type: Dyno Jet
Rev Limit on comparison Cobalt 7100. Mine set @7200 we both hit rev on our pulls
Same size tires and wheels to comparison Cobalt
Same Tuner as well
I put down 232 with a CAI/ 2.85" Pulley, 42# Injectors and canned Tune. I was talking to some guys last week before we went to Import Face Off, and they said that the dyno that I dynoed on (Dynojet) does not put any resistance to the drum, and it just freespins. It kinda makes sence to me, if it freespins, then extra torque isnt going to show up. After the Header/downpipe install, my max boost on the dyno was about 16psi, then at the track I hit 18 psi of boost.
Ricer exuses. Ha. Ure the ricer.... The dyno they all used wasn't put together at all .....its not a exuse . I'm sure if the guys dynoed on the one you do they make more power then you lmfao.........
