3.0l Dyno plot sheets - Post yours here!

[JScullin]

List your mods and post pictures of your sheets so people can see what's possible with what!

Edit by DanG: The discussions should go to PMs or separate threads. This thread should be dyno plots only, to keep it readable. I'm pulling all the extra posts out.

[Blackcoog]

1999 Mercury Cougar

Engine Setup:

-2000 3.0L Duratec engine
-3.0 Oval port heads ported to match SVT UIM/LIM
-Exhaust ports port matched to Felpro gaskets
-Cleavite bearings
-Dual Mode Damper crank pulley

Performance Mods:

-MSDS Headers with jet hot coating
-MSDS y pipe attached to stock gutted cat section
-Borla dual exhaust
-SVT Cams
-Ported and polished SVT upper intake manifold
-Ported and polished SVT throttle body
-SVT lower intake manifold with counter sunk screws on butterflies
-CTA intake pipe with GMK Cold Air intake extension and large K&N filter
-Vitek plug wires

Cooling Mods:
-SVT oil cooler
-SVT radiator
-165 degree thermostat

Tuning Mods:

-SVT Mass Air Flow sensor
-SVT Engine Control Unit
-19lb return injectors
-Apexi air/fuel controller dyno tuned (SAFC)

Dyno Numbers: 220hp and 200tq

[Blackcoog]

1998.5 SVT Contour (Wife's Previous Car)

Engine Mods:
-2002 3L Sable Engine
-3.0L Oval port heads port matched to SVT intakes
-Dual mode damper crank pulley

Performance Mod:
-All SVT components (Upper intake, lower intake, and cams)
-Gutted precats
-Stock SVT intake box

Cooling Mods:
-Stock SVT parts (oil cooler, radiator)

Tuning Mods:
-Stock SVT ECU
-Stock 19lb injectors
-No dyno tuning

Dyno Numbers:190hp and 176tq

[Blackcoog]

1998 SVT Contour (Customer Car)

Engine Mods:
-2002 3L Sable Engine
-3.0L Oval port heads port matched to SVT intakes
-Dual mode damper crank pulley

Performance Mod:
-All SVT components (Upper intake, lower intake, and cams)
-Stock Precats
-Stock SVT intake box

Cooling Mods:
-Stock SVT radiator

Tuning Mods:
-Stock SVT ECU
-Stock 19lb injectors
-Superchips SCT dyno tune by Chris Johnson of SCT

Dyno Numbers:190hp and 205tq

[DanG]

See sig for setup. Basically the strongest engine possible in this car and still have a "Duratec". Short of N2O. Which is cheating.



He got off the throttle at the fall-off due to pinging. New tune, more dyno runs in the future.

[timeless420]

This is what my 1999 CSVT currently has in it's engine bay

Fully balanced 2004 Escape Shortblock * Ross Racing Pistons @ 11.5:1 Compression * PnP Oval Port heads matched to split port manifolds * Clevite main and rod bearings * 24# Accel Injectors * MSDS headers/y-pipe (Coated by Fireball Coatings in Shelbourne, Ontario) * CTA Motorsports 2.5 inch Catback exhaust with Dynomax Ultraflow SS Muffler * Performance Designs Underdrive PS and ALT Pullies * Performance Fords Optimized LIM * Performance Fords UIM Alignment Bushings * Optimized 65mm Throttle Body * CTA Motorsports Intake Pipe * Pro-M Bullet 75mm MAF * K&N RU-1785 Filter * 3inch Dryer Hose Running From Front Bumper To Air Filter * Magnacore Competition 8.5mm Wires * Motocraft AGSF22FM plugs * SCT XCal Tuning by Steeda.ca

This graph was before I added the MAX EH UIM and when a few issues were beginning to crop up (dying IMRC and oil getting sucked through the PCV into the intake) so it should be a bit better now.



Let's just say winter tires & +6deg celcius weather today made for lots of wheel spin.

[warmonger]

I don't know, mine still has duratec written all over it........


This is at around 10psi

Maybe more STOCK than most!



Yeah, I'm bummed because my homemade boost controller is **** and it would spike up towards 12psi for a sec and the keep dropping right back down to around 10psi maximum no matter how much I would adjust it up.
I wanted to dyno at 12 psi and contemplate 14psi but since I couldn't get a solid 12psi run I decided to stop right there.

I drove about 80 something miles, rolled right in for my dyno appointment, strapped down and did 5 runs in 20 minutes. It was bascially as standard day of about 70 degrees and almost normal atmosphere pressure with low humidity.

BTW, the intercooler water never got more than luke warm, but then I didn't try a run with iced up water either!

Oh yeah, for all you catalytic converter haters out there....that was still pushing through a catalytic converter, a 2.5" main cat. The wastegate is atmospheric vent though.

Last run of the day I pulled the boost controller off and made 250/220 HP/Tq to the wheels on about 3.3 to 3.4ish PSI.
The spring I have in my wastegate right now is a 3.83psi spring but then I have about a 0.5psi pressure drop through the intercooler. Well it may be closer to 3.4 psi because I bet the pressure drop is lower at lower pressure and rises as pressure increases.....drag you know.
Oh yeah, Air fuel was measured at the tailpipe after the catalyst. I measure my own A/F with my wideband and it is spot on until you get up top where it gets a bit rich. Good safety though, but hey, I'm also loosing anywhere from 15-20 horespower with the air fuel dipping down so rich at the top end.

We estimate this engine at that boost level to be around 375-380 by just cleaning up the air fuel while it is on the dyno.
So 14psi is definitely 400 at the wheels......

[Echoman]

Hey guys this is what Loganmotorsports did for me! I can't say enough about how much better the car feels and performs. I definately recommend their expertise! I have a 3.0 hybrid with P&P'd heads with 3L valves, SVT cams, UIM AND LIM ALONG WITH TB. Weapon R headers to highflow cat and Yodude dual exhaust setup,GMK CAI, oil cooler, spec stage 3 (overkill I know), short throw, fidanza flywheel, and of course the Loganmotorsports tune with Xcal2. I hope this pic works.Rob_Kopala_HP.JPG

I think this is what you needed this is the line with my max values off of the spreadsheet
EngRPM Torq Power Temp MAP Lambda AFR PCRatio Time Baro T.Effort Torque
lbft HP ｰF PSI P/PC sec InHg lb lb-ft
6034 1020.713 205.017 62.4 0.63 0.84 12.35 1.05011 8.471 28.891 979.88 178.4463287

[rkneeshaw]

This thread is a GREAT idea.

1996 Ford Contour

Engine Setup:

-2004 3.0L Duratec shortblock
-2.5L SVT split port heads with SVT cams
-Dual Mode Damper crank pulley

Performance Mods:

-SVT intake manifold components (LIM/UIM)
-SVT exhaust with Magnaflow resonator
-Stock pre-cats
-Optimized SVT throttlebody
-Large K&N filter

Cooling Mods:
-stock radiator and cooling system

Tuning Mods:

-Stock ECU
-19lb SVT injectors
-ADC mail-order tune

Dyno Numbers: 189hp and 186tq

[DanG]

Update on my 3L turbo.

What happened before: After my last post, I came back to Excessive with my XCal2 and a wing & a prayer. Chris at Excessive took what I had, tweaked it out to a nice little setup, then everything went to hell.

The dyno's spark inducer (how it reads engine RPMs) started flaking out at 4100RPMs. Like clockwork. At first, he thought it was his inductor, so I re-scheduled, and he got a new inductor lead.

Brought it back, SAME THING AGAIN. Decided to say the hell with it, pulled off my FRWs and threw on a broke-d*ck set of stock wires with over 70k on them, and the thing woke up- Literally. Picked up 15hp on the dyno and it read all the way to redline. Incredible, but true. Chalk me up as a proponent of stock Ford wires, and no longer the person on the soapbox for the FRWs. Sorry, folks- Looks like they're pretty much crap.

On the the plots!

You've made it this far, so here we go. This was at 10.5psi, (50% of boost controller maximum), and once again, the cams fall on their face short of 6k RPMs. Not before they impress, however:



342.84hp/346.78tq.

Turned up the boost. Now at 70% of boost controller maximum (where we were before), gave it another shot. Had to shut down at ~4300RPMs due to some pinging (erring on the side of caution).



Um yeah- So 366.28ft/lbs of torque? Jebus.

Next step- Rip out the 3L oval intake/Mazda 6 exhaust cam combo, throw in a set of SVT cams, run it again.

Any donators?