S54 Dyno Database

[snaponbob]

Good HFC's only cost around 5HP vs. no CAT's, and a good custom tune is probably worth another 5-10HP max over a decent canned tune. Thanx for posting up btw!

The tune is from Active Autowerks and are usually quite good. I have e-mailed them the charts to see what they think.

That said, I saw some earlier NA S54 dyno plots from similar setups as mine showing substantial torque coming in at rather low rpm. I wonder how that can be achieved.

[snaponbob]

Does SCCA care where they are located? On the E46M, the best place for them is downstream in the section one like the Euro cars.

Yes, depending on class. Stock is stock, Street Tune allows alternate cats (no less than 100 cell) but no further that 6" down stream from the original outlet. Higher level classes do not require cats. Euro would not be allowed as only US spec would be allowed. No such restrictions are in place for SCCA or NASA Time Trials.

[Slideways]

First post into this thread. The questions will be opinions on the cost effectiveness of remote tuning vs a good drop in file, and what could be expected if good CATLESS headers are installed.

The car --- 2004 M3.
WPC bearings, full rebuild of the VANOS except the drive plate for the oil pump, valves adjusted.
Compression is 175-177 psi front to back. Leak down is 8%-18% depending on the cylinder.
New NGKs, new coils, new injectors.
No oil consumption. Three good Blackstone tests.
EVenturi CAI, triple underdrive set, fan clutch in place.
Drop in tune from Karl at Active Autowerkes.
Stock exhaust manifolds, except I cut out the OEM cats and grafted in same physical sized 100 cell cats. (SCCA Solo STU requires cats) I will never EVER do THAT again. NOT easy. Exhaust is a single 3.5" system with two resonators (as only one was skull crushing loud).
Dyno chart attached.

No dyno was done before the mods.
NO AFR was done as this dyno session was only for the purpose of SCCA Time Trials classing. This year will be running NASA TT so there is some room for some added power.

Does SCCA care where they are located? On the E46M, the best place for them is downstream in the section one like the Euro cars.

[stash1]

First post into this thread. The questions will be opinions on the cost effectiveness of remote tuning vs a good drop in file, and what could be expected if good CATLESS headers are installed.

The car --- 2004 M3.
WPC bearings, full rebuild of the VANOS except the drive plate for the oil pump, valves adjusted.
Compression is 175-177 psi front to back. Leak down is 8%-18% depending on the cylinder.
New NGKs, new coils, new injectors.
No oil consumption. Three good Blackstone tests.
EVenturi CAI, triple underdrive set, fan clutch in place.
Drop in tune from Karl at Active Autowerkes.
Stock exhaust manifolds, except I cut out the OEM cats and grafted in same physical sized 100 cell cats. (SCCA Solo STU requires cats) I will never EVER do THAT again. NOT easy. Exhaust is a single 3.5" system with two resonators (as only one was skull crushing loud).
Dyno chart attached.

No dyno was done before the mods.
NO AFR was done as this dyno session was only for the purpose of SCCA Time Trials classing. This year will be running NASA TT so there is some room for some added power.

Good HFC's only cost around 5HP vs. no CAT's, and a good custom tune is probably worth another 5-10HP max over a decent canned tune. Thanx for posting up btw!

[digger]

I do not know that. I only know of a few personal stories.

I used to wonder whether it was true as some of the marketing spiel is identical and I recall someone on here confirming it

[Tbonem3]

Aren’t vac doing their heads ?

I do not know that. I only know of a few personal stories.

[digger]

Dem leaky Langs

Aren’t vac doing their heads ?

[snaponbob]

First post into this thread. The questions will be opinions on the cost effectiveness of remote tuning vs a good drop in file, and what could be expected if good CATLESS headers are installed.

The car --- 2004 M3.
WPC bearings, full rebuild of the VANOS except the drive plate for the oil pump, valves adjusted.
Compression is 175-177 psi front to back. Leak down is 8%-18% depending on the cylinder.
New NGKs, new coils, new injectors.
No oil consumption. Three good Blackstone tests.
EVenturi CAI, triple underdrive set, fan clutch in place.
Drop in tune from Karl at Active Autowerkes.
Stock exhaust manifolds, except I cut out the OEM cats and grafted in same physical sized 100 cell cats. (SCCA Solo STU requires cats) I will never EVER do THAT again. NOT easy. Exhaust is a single 3.5" system with two resonators (as only one was skull crushing loud).
Dyno chart attached.

No dyno was done before the mods.
NO AFR was done as this dyno session was only for the purpose of SCCA Time Trials classing. This year will be running NASA TT so there is some room for some added power.

[Tbonem3]

Dem leaky Langs

[jet_dogg]

I've never been around a mustang dyno but we used to dyno a lot on old claytons, don't know if anybody remembers those. If I had to guess probably the easiest to fudge which is why I appreciate the dynojet in addition to it's single roller.

You could get wildly varying results from that by simply varying simple inputs, but that was a long time ago and the details are foggy.

Also I've been saying this whole time there's something wrong with duracels car, 340 is low for the mods and power band is strange.

[///Mangler]

anyone have a dyno plot from a super flow dyno and then DJ the same car? Just wondering what the delta is between those two.

T

[stash1]

Yeah he’s also barely making power past 7.5k which is not right. My buddy made 330whp on stock head, cams, evolve airbox, and fab speed catless headers on a mustang dyno on 91 on a 100 degree day.

Will let you guys know what I make on Saturday with the following:

-Stage 3 head with single groove supertech valves and springs
-schrick 280/272 cams and dlc followers
-Full SS exhaust with V1 stepped headers, no cats
-Karbonius Airbox with CSL Map and DME base

Hassan has told me he has made power on a stock engine up to 8800rpm with my cams so I am planning to have him tune to that just to see because the head will take it. If we make power I’ll drop it down to 8600rpm and just plan to replace bearings every 50-60k miles. Nbd lol.

Block leak down tested to only 1-2% loss across all cylinders at 126k miles which is incredible so really looking forward to this.

Will be using a mustang dyno so the numbers will definitely be lower, probably high 340-350 range so I plan to get on a dyno jet at a later time for the actual comparison here since most guys are using dynojet as a reference.


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Cool, GL, and post up after the dyno! FYI, numbers on a Mustang are virtually meaningless. The operator can 'scale' a Mustang dyno to read either high or low, but the vast majority try to 'approximate' Dynojet numbers because that is the industry std., and also because they don't wanna lose business to 'higher' reading Dynojets.😁 I've actually seen some higher numbers from a Mustang vs a Dynojet before...it's a myth that Mustang's automatically read lower. Def try to get back up numbers on a Dynojet (but not EAS's😉), and I bet that they're within just a few HP of the Mustang.

[jet_dogg]

I'm guessing it should make around 350ish on a mustang considering stock head, 360 on a dynojet. We've no idea what kind of power that head will make.

Personally I've never trusted ported heads and it's all black magic to me. I had a head done in the 90s for my gsr by a dude who was allegedly the best in the game and the car always ran like shit.

When my boy papadakis had his shop back in the day, I took a stock b18c head that he swapped out for me and my car was instantly faster. Hopefully this won't be the case for you.

[thegenius46m]

Stash,

I think he is a bit down on power, 340 on 91 with ported head and same cams as yours is bit low..

I have a local tuner who did 339 on fresh std S54 engine put on Haltech Standalone which it
does not matter for power vs std DME.

DynoJet variation do exist but its minimal. Anyway, there is gain before and after which is most important.

From around 2500k rpms up to about ~6600rpm there is avarage around ~5-9rwhphp gain thru the curve
at 6300rpm there is 0 gain. It seems very little considering the long list of parts.

Regards,
Anri

Yeah he’s also barely making power past 7.5k which is not right. My buddy made 330whp on stock head, cams, evolve airbox, and fab speed catless headers on a mustang dyno on 91 on a 100 degree day.

Will let you guys know what I make on Saturday with the following:

-Stage 3 head with single groove supertech valves and springs
-schrick 280/272 cams and dlc followers
-Full SS exhaust with V1 stepped headers, no cats
-Karbonius Airbox with CSL Map and DME base

Hassan has told me he has made power on a stock engine up to 8800rpm with my cams so I am planning to have him tune to that just to see because the head will take it. If we make power I’ll drop it down to 8600rpm and just plan to replace bearings every 50-60k miles. Nbd lol.

Block leak down tested to only 1-2% loss across all cylinders at 126k miles which is incredible so really looking forward to this.

Will be using a mustang dyno so the numbers will definitely be lower, probably high 340-350 range so I plan to get on a dyno jet at a later time for the actual comparison here since most guys are using dynojet as a reference.


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[thegenius46m]

Finally getting around to posting my results to this thread. My build thread LINK

Here is a summary of the mods:

2005 ZCP w/ 155k miles at the time of the build.

Karbonius CSL Airbox (OEM trumpets) w/ OEM Snorkel and operational flap
Lang Stage 2.5 head w/ Supertech valves and springs
Schrick 280/288 cams, 12.5mm lift w/ DLC rockers
Port exhaust side of head
SS V1 stepped headers
SS catted section 1
SS resonated twin pipe section 2
SS race mufflers
Kassel Performance CSL ECU conversion
Kassel Performance MAP sensor
TMS underpower pulles, water pump and power steering
SPAL electric fan conversion
Turbo Toys V3 exhaust hub
Custom tune by Paul Claudes
91 octane pump gas

TLDR version; 340 rwhp / 247 rwtq on a Dynojet w/ 91 octane pump gas. More power on the table once I get 93 octane gas.

-- Dyno Curves --
Blue: Mostly stock, aFe Stage 2 intake, Borla V2 midpipes and mufflers
Red: aFe Stage 2 intake, AP V2 headers, CPI Euro section 1 w/ resonators, OEM section 2, Borla mufflers
Green: Final tune results from CSL airbox conversion, custom head build, and full SS exhaust (full list above)

Hmm, I have similar mods that were just done with a similar built head as well. 340whp on a dyno jet seems awfully low with that setup. Have you leakdown tested the motor out of curiosity? When I got my stage 3 head back from Lang it had leaking valves and my local machinist had to fix it. Hard to believe cats in section 1 is really robbing 20 whp but it’s been a bit since I checked.


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