Calling all dyno sheets over 3200rpm!

J

JasonCzerak

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When are the trucks rev-gaining over 3200rpm going to start popping outa the cracks?

I know there's been one smarty programmed truck, but that wasn't at WOT on the dyno (yet).

I'd love to see what turbo's are handling what hp over 3200rpm.

I know my stock turbo is dead in the water once over 3400-3450rpm (assuming the smarty does fuel to 3700). It's nice since the stock programming is dead just over 3100rpm.

I'm looking specifically my self at CR motors spinning faster, but if you have a 12v and care to share you 6000rpm dyno run. Please do so!
 
There's the only one I could find, 4200.
0428dyno.gif
 
973604x4 said:
Nothing has full fuel past 3450rpm
Click to expand...

there's just some fuel. I've noticed that one shifts at the drag track that when you pull your foot of the peddle the pressure would keep the motor up at 3700 (on the nose). like power shifting with taking your foot off :)
 
So what kinda turbo's are you folks running?

FOR EXAMPLE:
If you going to spin for example to 3200rpm and a SPS66 is just fine and operating with in spec, moving up to 4200rpm, the SPS66 should be a bottle neck, maybe higher drive pressure ratios and what not. Compressor suddenly becomes to small for that amount of air flow.

What I'm looking for is a turbo that is matched for 4200rpm redline on a CR motor.

I don't mind taking up my RPM's an extra 500-1000 as far as shift points are concerned to maintain streetability (6 speed), however, I don't wanna have a charger that is to small when running 4200rpm either.

I'm going to seriously start to pay attention to turbo theory and do some other reading on it in my spare time. But from logic and my little experience here: If a 66 is laggy under 3200rpm, it should be just right (lag wise) if you just spin the motor faster for the same MPH (drop a gear) correct?

Like Red Stroke, heh, he makes his TQ peak (more than) twice that of factor torque peak. naturally 3000rpm is where you would shift on the street.

Since 4200rpm is new to CR motors there is little info. But I'd like to gather some good data. I'm going to base turbo choice based on what works well with higher RPM
 
The turbine section selection has more relevance to RPM than the compressor.
 
heres one of my terrible power sheets.

i had them let off at 3600. now after seeing the sheet i wish i didnt. it held power out there very well.
 

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I found this laying on the ground. Fuel only, GT4202, 6.6L is what the janitor told me.
 

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JasonCzerak said:
So what kinda turbo's are you folks running?

FOR EXAMPLE:
If you going to spin for example to 3200rpm and a SPS66 is just fine and operating with in spec, moving up to 4200rpm, the SPS66 should be a bottle neck, maybe higher drive pressure ratios and what not. Compressor suddenly becomes to small for that amount of air flow.

What I'm looking for is a turbo that is matched for 4200rpm redline on a CR motor.

I don't mind taking up my RPM's an extra 500-1000 as far as shift points are concerned to maintain streetability (6 speed), however, I don't wanna have a charger that is to small when running 4200rpm either.

I'm going to seriously start to pay attention to turbo theory and do some other reading on it in my spare time. But from logic and my little experience here: If a 66 is laggy under 3200rpm, it should be just right (lag wise) if you just spin the motor faster for the same MPH (drop a gear) correct?

Like Red Stroke, heh, he makes his TQ peak (more than) twice that of factor torque peak. naturally 3000rpm is where you would shift on the street.

Since 4200rpm is new to CR motors there is little info. But I'd like to gather some good data. I'm going to base turbo choice based on what works well with higher RPM
Click to expand...

What does RPM have to do with flow? First off, you have a motor that makes peak power between 2900 and 3100 rpm's. The head on your CR will only flow around 125cfm in stock trim, so I wouldn't worry about a "bottleneck" issue with the turbo you chose. I would worry about a cooling issue. Unless you raise cam duration...you aren't going to raise the peak power curve.
 
McRat said:
I found this laying on the ground. Fuel only, GT4202, 6.6L is what the janitor told me.
Click to expand...

How come your tune on Brad Mctaggert's truck won't make that kinda power?
 
sootman said:
How come your tune on Brad Mctaggert's truck won't make that kinda power?
Click to expand...

IIRC, Brad is an LB7 with a single CP3, GT42, and stock internals(?) and a stock LBZ.

Not exactly the same as a built dual CP3 LLY engine with ported heads.
 
McRat said:
IIRC, Brad is an LB7 with a single CP3, GT42, and stock internals(?) and a stock LBZ.

Not exactly the same as a built dual CP3 LLY engine with ported heads.
Click to expand...

I did put 75hp sticks and ported rails on his truck....I thought your truck was stock?
 
What is the point here?:bang
Big sticks and a single CP3 on an LB7 will not get you much if any from what I have seen. Granted I can not say the injectors I mess with where the same as you put in. Stock LB7 injectors are a very capable peice power wise.



I will post a graph when I get back home. I made just over 500rwhp at 2800rpm and was still making over 400 at 4000rpm.
 
sootman said:
I did put 75hp sticks and ported rails on his truck....I thought your truck was stock?
Click to expand...

The cigarette lighter is still stock.

Injectors are not needed on a Dmax yet at 750HP.
 
McRat said:
The cigarette lighter is still stock.

Injectors are not needed on a Dmax yet at 750HP.
Click to expand...

Brad's injectors were bad. So...his truck goes 11.80's. Pretty good for a "stock" LB7 as you say.
 
Yes 11.80 is very good! :rockwoot:

Dragstrip is a better dyno than a tube of steel is.
 
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