I am looking for dyno results for ANY engine that you have installed in your conversion. Namely, trying to keep apples to apples as much as possible, I am mostly interested in MGBs with any type of engine that was installed mostly stock. None the less, if you have papers and your not afraid to show them , please post them here!
-BMC.
Hi Brian,
Here's a Dynorun from the British V8 meet in Durham, N.C., 2009. Stock GM LT1 engine, 273 HP, 334 Torque.
Sorry, it's a TR6.
Scan10492.JPG
Video:
http://www.youtube.com/watch?v=vpO3DnFYBIs
My 2 dyno pulls from Durham meet also. 270 RWHP & 300# ft. Tq. have since had the lower intake ported by pro and hope to have another 10 RWHP min. The A/F ratio was stable all the way and ideal for my application. Not too bad for 302 CID or 5.0 L Blue Oval! Engine cammed for low and mid range use, nothing above 5K.
KellyS.JPG
Hard to read. Max HP was 396, Max Torque was 398. Ford 2.3 L Turbo 4 Cylinder.
dynochart800x618.jpg
My V8 defers to Dale's 4 cyl in the POWER dept. I do not run 29# boost or spray it! :)
"My V8 defers to Dale's 4 cyl in the POWER dept. I do not run 29# boost or spray it! :)"
Gotta agree. Those are some pretty impressive numbers for a four-banger. Makes us old guys that are into big cubic inches, lots of carbs and maybe a blower look kind of dumb.
I have to disagree Rick (Even though I like Blowers and heavy boost). The big cube engines have a sort of lazy power that is bottomless in nature. If you want more it's always there, and it's there at any speed, even off idle, with a smooth power delivery that carries no surprises. It's not all about the numbers you know, it's about the driving experience and about tailoring the engine to your driving style. For some drivers such as Dale the turbo'd and juiced 4 is perfect while for others it'd be a nightmare. I think we are going to find a lot of folks really like the big inch motor once they've been exposed to the MG-Roadmaster, but of course we don't have dyno results for it yet. The numbers will be up there though, I think you can count on that.
JB
Well said Jim.......
First lets clear up one thing. Mine is turbo only. No juice. I agree with Jim. Big engines are more streetable. I just wanted to be different. Besides I like taking my 140 cubic inches and beating 350s, 400s etc at the drag strip.
That's right, I'd forgotten. Your car is perfect for what you are using it for and I bet it really steams those guys when they see what you are running. Pretty good way to get your chuckles I've got to admit.
JB
Don't have the papers scanned but from May 2011 at Sneeds Speed Shop near Winston-Salen, NC my 1974 MGB/GT 3.4 V6 produced about 150 HP and 200 ft/lbs torque. It's a stock crate engine with Holly carb.
Yes, we feel the need for speed, but to some, there's also things like the "sound". There's something about the sweet noise of a well prepped V8 with the right exhaust............. I shall probably "engine dyno" the 6.1L hemi for the Healey. I would like to have about 500hp., out back. I may have learn to drive, all over. roverman.
Cool Guys! Keep them coming!
-BMC.
Dyno run results! Sorry!! Not a MG Brian.
408.4 Rear Wheel Horse Power @ 5800 to 6135 rpm. My injectors were at 100% duty cycle around 6200 or less rpm. Need to probably go to some Ford Motor Sport red top 30 lbs injectors(Ford Chevy mix :-)). I'm still running stock 28 lbs injectors. Nice power, and all at 26 mph on highway.
Rear Wheel Torque @ 393.3 .... at 4677 rpm.
Rev limiter set at 6800 rpm
First run after reving to 6764 rpm, then letting off, it was running a little fat, let out a Huge 2 1/2 foot flame out the exhaust. I was standing in the back off to the side doing a video, kind of scared me a little + black smoke. So my video did get some of the flame but I was not focust on the camera anymore. This shop Dyno, can dyno dragters up to 2500rwhp.
I tuned this engine with HP Tuners Pro with a Dynojet II wideband O2 sensor. Mark Romans did the fine tune on the Dyno.
Calvins1974TR6ls1DynoonaAutodyn30.jpg
Caldynosheet1.jpg
Caldynosheet2.jpg
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This Dyno run was in 4th gear. This is hard for me to believe, on the second sheet it shows 142mph "Wow"
Calvin,
Congratulations!! You are now the King of the HP Hill!! I watched your driving video last week, then I saw this, so I went back to the start of your build thread and looked through it. I am in awe! The work is truly exceptional and the car is a masterpiece. The best thing is, now you get to drive it. What upgrades did you do the LS? Was there a predicted crankshaft hp/tq?
Hi Phil,
Thanks, but I'm not going to be on top for long as others will top it, I'm sure of that :-) Like Art or Jim B or how about Ed Olsen's TR6, 487 Pontiac turbo flame thrower Hehe.
As far as upgrades, these Lsx series engines with all the combinations on the market now, you can predict real close what your hp to the ground is. I called Texas Speed, gave them what I was looking for, they said here you go, I bought, I received, I installed. When getting it Dynoed, it came in within 10HP of what they said it would do.
Upgrades were, ARP bolts where they needed to be, Ported Heads with larger valves 62cc chambers, Hand Ported Fast intake by Tony Mamo at AFR, better push rods, better oil pump, better timing chain, better lifters, upgraded rocker trunions, cam, and just the right combination of parts to reach the goal I wanted. I couldn't do that with my TR6 engine :-). I went somewhat in the middle of performance so it has nice drivability and gas milelage.
As far as Flywheel hp, I don't know. I guess with power train HP loss somewhere 470 to 500 hp. I really don't know.
I can't wait to see your Spitfire in Texas. It must handle like a go-kart.
Looking around and I see my car mentioned, LOL The higest number I have seen at the tire has been 700 HP at 5100 RPM.
I put EFI and a air/water intercooler on since then and can now can run gas or alcohol. With a tank fuel of E98 I let the Trans-brake go at the strip and snapped a 31 spline axle right away, car seems very angry now. I melted pistons above 20 PSI with the carb because the engine leaned out, with the EFI I should be able to turn up the boost till I run out of turbo, time will tell.
Ed, What EFI system are you using that allows you to run gas or alcohol?
I went with the latest EFI from FAST, I don't have to much time on the system yet but it self tunes to you're Volumetric Efficiency and the air/fuel you pick out. You can then put in a fuel constant, for gas you use one and for E98 I have been using 0.60 for E85 I think the number is around 0.68
The car is tuned for E98 now and has what looks like a good tune, as far as gas go's all I did was change the constant and put gas in the tank to store the car for winter. With the gas the car fired right up and idled and ran great, still need to check the gas tune up but it seems very close.
Plan is to race on E98 drive on E85 and when I can't get E85 I can get by with gas.
Now that others have started to post, I will too! This may not be the 300 BHP engine but its enough to break the stock axle/tyres loose and put the car backwards into a fence- not that I have. Not yet.
This is two V6 conversions and one MGB engine set up for heavy duty autocross. It took quite a bit to get that MGB engine there and a few hours and different needles another day meant a few more BHP but a lot of work for not close to what the V6 ran without any work.
(https://lh3.googleusercontent.com/-1a6zEpRZZN8/SchWz53jD4I/AAAAAAAAB0g/OfjjL3l0vtw/s800/25542387.jpeg)
BTW: The TR6 and other conversion cars are Great. Keep them coming! I enjoy seeing base numbers just as much as these modified engines. Very few people will place a stock engine on the dyno because they are embarrassed about the numbers shown. The completely stock GM 350 V8 only made the same BHP at the flywheel that my V6 did 10 years later.
-BMC.
Here's mine from British V8 2012 in Palestine... 255hp & 285 ft/lbs... Mild 302, B303 cam, Aluminum GT40 heads, Holly 650 essentially untuned... yet
2012-05-221stDynoSheet255hp285ft-lbs.jpg
Be sure to watch the video of the fuel pressure, it will explain a lot about the results shown here. I was expecting about 350-375 lb-ft/350/375 hp. Once the fuel pressure issue is corrected I should be at or above my expectations.
Phil.jpg
You know Phil, it's hard to sympathize with a guy making 340 ft/lbs of torque while running out of gas ;)
Rob,
You really made me laugh out loud, I didn't think of it from that point of view. It was great seeing you and meeting your dad.
Was it the A/F ratio that gave it away?
Jim
Jim,
The "emergency" fuel pump I got from O'reily's ran out of capacity, which dropped the pressure, which caused the A/F ratio to hit 16.3:1. She basically ran out of gas above 3500 rpm. Calvin videoed the fuel pressure gage on my last run.
Hmmm. Hope that doesn't happen with the Roadmaster, but it could.
Jim
We didn't see evidence of that on the Roadmaster pulls. A/F looked good
For comparison, here's the last dyno sheet from the RV8 race car. 3.5 with 390cfm carb and additional restrictor plate underneath.
dynosheetrv8.jpg
This is mine. 3.1 V6.
2012V8MeetDyno.jpg
2 pulls with timing at different settings. The ECM adds 21' @WOT when optimum conditions exist..1st run at 13' base and 2nd done at 14' base timing. The 2nd run yielded top reading. The reading at 13' & and a earlier one @15' were close. Appears the 5.0L does best at 35' total timing. Figures not up to LS3 and 350 CID +, but respectable.
SAFETY FASTER!
Tx2012Dynoresults.jpg
No sweat, Kelly. That 300 ft/lbs of torque at 3800rpm is a blast!
Thanks Carl, try to built them where we use them! BTY, 4 tanks of fuel had 30 MPG at interstate speed.
"We have the cake and eat it also!"
Here's mine from Palestine. Rover 3.9, fuel injected. Megasquirt ECU with Innovate wide-band O2 sensor. Don't have it controlling the timing yet - just the EFI. 198 HP, 220 lb/ft Torque.
DynoRun-May2012.jpg
Wayne, your figures look real good. If you figure the RWHP and RWTq at 15% PT loss,, that's excellent Flywheel Performance. there's more available when you intergrate your timing to your ECM.
Yeah, all I need is time....
Thanks for arranging the Dyno Session for British V8 Meet 2012!
PS. If you wait for the time to materialize, it won't. you just have to DO IT
These are great numbers guys. Glad to see more people posting. I noticed that most of the posts are from warmed over engines and hope more people with standard 'as the factory provided' engine owners chime in. My numbers are from an almost completely factory engine. Not so much as a gasket replaced.
Also, who has the highest known numbers in a conversion LBC? Anyone know or should we accept the numbers here as the most that we know of so far. I know there are a few warmed over LSx engines in MGBs and TR6 as well.
-BMC.
Mine is a bit of an odd build. I have had many "zinger" engines, big hp #'s, but all stellar performance happening above 4000 rpm. I gave up around 100 hp on the high end of the rpm range, and built a sbc 383 stroker, aluminum heads, 10.27 to 1, with cam and quench areas of combustion chamber set up for torque at the lowest possible rpm. It is a hoot to drive, 1790 lbs and a Tremec TKO 600 5 speed 0.64 OD. Torque peak @ 2800, hp peak @ 4050.
This is chassis roller numbers, not an engine dyno. My ride has had both with other engines so I can extrapolate the higher engine dyno #'s
(http://i1236.photobucket.com/albums/ff452/deckofficer/2010%20Freds%20Fun%20Run/2010dynoatFreds002.jpg)
And the run that generated the above.
(http://i1236.photobucket.com/albums/ff452/deckofficer/2010%20Freds%20Fun%20Run/IMG_14261320x990.jpg)
Spent some time tuning on the dyno today.
Best run was, 431 HP @ 5750 RPM and 433 ft-lbs @ 4750 RPM
dinoresult2309x400.jpg
Looking good Dale!!
QuoteSpent some time tuning on the dyno today.
Best run was, 431 HP @ 5750 RPM and 433 ft-lbs @ 4750 RPM
Dale, that would have made you Top Gun in Texas this year.
Very nice Dale,
Now I'm off the hook for top dog on the dyno thread. I knew it wouldn't take long! Gotta love that 4 banger!!
Calvin, The difference between the to of us might just be the dyno's we ran our cars on. We might actually be at the same HP. Anyway you are correct it is fun playing with the turbo 4.
Hold the presses. Four banger? Hairdryer? Not gonna pass tech....seems to be short a few cylinders. Sorry Dale, that run doesn't count. :;) :)
Perry Stephenson posted this dyno sheet in a thread in our MG section:
PerryStephenson-DynoSheet.jpg
526bhp in an MGB!
The car in question is a factory MGB GT V8 that's been upgraded just a little as described below.
QuoteHere is the summary of what's been done to the engine:
The engine WAS a stock 3.9 Rover V8
Crank has been offset ground.
Chevy 5700 rods fitted with bronze bushes in the small end to take stock Rover wrist pins.
Pistons are Omega forged with a low comp height to give a CR of 7:1 and the piston tops site 7mm down the bore at TDC.
The engine capacity is now 4.889 litres
The block has been cross bolted.
The main journal caps have been replaced by large billet ally caps with ARP studs and steel retainers:
Sump and oil pick up have been modified to make room for the longer stroke.
Head have been ported to the max with the biggest valves we could fit.
Heads have been O ringed
Bore liners are stock and not top hat liners.
Head gaskets are stock Elring comp gaskets
Cam is a crower 50303
Adjustable moly push rods
Kenne bell roller rockers
ARP head studs, ARP rod studs fitted
Dominator carb fitted.
GMC 4/71 blower fitted running 11-13psi depending on rpm.
NOS 300hp spray bar plate
Wizards of Nos 250hp system fitted (my old system from years ago)
Zeitronix logging equipment fitted to monitor AFR on both banks, manifold boost pressure and RPM which I log on a laptop.
another recent thread in MG Sports Car Section has projections of Hp and Tq.,,, BUMP
It's not going into a little British car but I thought I'd share the results
for a 410 cubic inch 351 Cleveland Ford stroker we had on the dyno last week.
It's going in a street driven 1971 DeTomaso Pantera. The history of the
engine was unknown and the owner wanted more power anyway so it was decided
to build a stroker Cleveland. Dis-assembly revealed the block had already
been bored 0.030" but had a few thousandths of wear so was honed to a 4.040"
bore. A Scat stroker kit with Probe forged dished pistons, 6"rods and a
forged steel 4" stroke crank was used to provide 10:1 compression and a
displacement of 410 cubic inches. The distributor, carb, water pump,
alternator were new and the McLeod flywheel had been recently resurfaced so
those parts were re-used, along with the Pantera 10 quart oil pan.
Most of the stroker Clevelands we've done have been with aluminum
heads (Ford Motorsport A3 high ports, Ford Motorsport C302B high
ports, Brodix BF300 high ports, CHI 3V and 4V, TFS 2V, etc.) but this
one was the first in a long time that retained the 1970's era OEM cast
iron 4V heads. Note that 4V does not imply 4 valves per cylinder it is
just short hand for the number of carb venturis (2V for 2 barrel and
4V for four barrel). The 351C-4V used heads with large valves (2.19"
diameter intake and 1.71" diameter exhaust) and ports. The heads on
this engine were rebuilt years ago with replaceable bronze guides and
had been milled and drilled for screw-in studs and guide plates.
Dave McLain machined the spring pockets for double springs, installed
new single groove valves, did a valve job and resurfaced the heads.
They looked pretty good so no porting work was done. On the SuperFlow
bench, they flowed:
Lift Intake Exhaust
Inch CFM CFM
0.025 13.90 10.90
0.050 33.10 26.50
0.100 66.40 52.20
0.200 140.20 97.90
0.300 201.20 129.90
0.400 251.40 152.30
0.500 290.90 165.50
0.600 313.90 172.70
0.700 301.70 173.30
0.800 303.20 174.70
I used Dynomation to design the cam, starting with the simulation and
dyno results of the 408C we did for Glen Hartog's Pantera. That
engine also used cast iron closed chamber 4V heads but those had some
short-side radius work and flowed a bit better (322 CFM @ 0.6").
Compared to the dyno data from Glen's engine, the latest version of
Dynomation was under-predicting the RPM of the HP peak so I biased my
goal to make sure the cam would peak at 6000 RPM, providing the best
average HP between 4000 and a 6500 RPM shift point. That works well
for a street driven Pantera with stock gearing and still pulls strong
at lower RPM. Rather than use the Bullet lobes we'd used in the past,
Dave worked with Steve Demos and Mike Ingram to design a couple new
hydraulic roller lobes. The lobes are based upon the Ford base
circle, not the smaller Chevy base circle of the previous Bullet lobes
we've used. The resulting Demos hydraulic roller cam was checked using
Cam Analyzer v4.0 and proved to be very close to the requested specs:
Cam # DM238HR/DM242HR, Grind 0001
279.3/282.8 advertised duration
239.6/242.6 degrees duration @ 0.050"
159.8/162.4 degrees duration @ 0.200"
0.620"/0.621" intake/exhaust lift (with 1.73:1 rocker arms)
109 degrees LSA
108 degres ICL
Seat Timing
Intake Open 28.8 BTDC
Intake Close 70.5 ABDC
Exhaust Close 33.8 ATDC
Exhaust Open 69.7 BBDC
0.050" timing
Intake Open 10.8 BTDC
Intake Close 48.8 ABDC
Exhaust Close 11.9 ATDC
Exhaust Open 50.7 BBDC
PBM/Morel link bar hydraulic roller lifters were used and the roller
rockers from the original engine were retained. Previously, we had
tested a bunch of intake manifolds on Mike Drew's 408C with CHI 4V
aluminum heads. The best of the lot were the Edelbrock Scorpion,
Holley Strip Dominator and a ported Blue Thunder dual plane. The
Edelbrock Scorpion is no longer in production but I found a good used
one so we went with it. Looking much like an Edebrock Torker, the
Scorpion is taller with a level carb pad (nice to have in the Pantera
which has a level mounted engine and transaxle). Dave did a lot of
work on the entry radius of the ports in Scorpion's plenum. On the
dyno, best power was made with a 1" open spacer and best torque was
with a 1" HVH spacer it only dropped a few horsepower and a few lbs-ft
of torque without a spacer. Brian supplied a Holley 750 carburetor
(p/n 80528) which I thought might be on the small side for the stroker
engine but watching the manifold vacuum during the pulls showed no
significant depression so it looks like it's adequate for the 6000 RPM
410C. It seems snappy and idles clean. The engine liked 30 degrees
for total timing. Brian will be using a stainless Wilkinson Pantera
exhaust system which performed well in previous testing but the engine
was tested with the following exhaust on the dyno:
Hooker 351C Competition headers (part number HOK-6920HKR)
1 3/4" diameter by 27" long primaries
3" diameter by 8" long collector
12 inch long collector extensions
3" inlet/outlet Magnaflow mufflers
Based upon the simulation results, I thought we'd hit 500 HP at 6000
RPM but the engine really surprised us by making 560 horsepower at
6050 RPM and 526 lbs-ft at 4600 RPM through the dyno exhaust. Not too
shabby for a street cam and 1970s era factory heads. Seems the big
port heads really like the extra cubes. Previous testing has shown
the 4V heads also respond to a shorter exhaust rocker ratio and to
exhaust port stuffers (MPG Stingers). It would have been interesting
to see if we could squeeze out a few more ponies but I think Brian
will be pleased with the results. He kindly offered to let me use his
engine to do back-to-back testing between his iron closed chamber 4V
heads and a set of my Ford Motorsport aluminum high ports (ported C302Bs)
but with the very cold weather this winter Dave's running a bit behind
on the dyno so that testing will have to wait. The dyno rolls outside
the shop and hooks up to an external water source so it needs to be
above freezing weather which the latest forecast says won't happen in
the next week. We'll pick back up with testing the C302B heads on my
407 aluminum block Fontana engine in the spring. FWIW, the Dynomation
simulation predicts another 70 HP for my ported C302B heads and intake.
Dan Jones