Last July (July 2001) I had my 2000 SS dyno'd on a DynoJet dynomometer, with the following results: SAE corrected 329.3 rwhp, 332.4 rwtq, air-fuel ratio average = 12.7. Yesterday, June 1, I had the car dyno-tested also using a DynoJet machine, with the following results: 318.3 rwhp (also SAE corrected), 327.0 rwtq; air-fuel ratio average = 13.
We're looking at a net SAE horsepower loss of 11 rwhp, which is more than can be attributed to the difference between two DynoJet apparatuses, I believe. The following power mods were in place for both sets of pulls: SLP LM exhaust, SLP Y-pipe, SLP stainless cold air pickup, SLP 85mm MAF, Direct-Flo airlid. The engine, MN6 transmission and real axle were in both cases filled with Red Line synthetic lubricants.
Additional mods and/or new parts in place for yesterday's dyno run were as follows: Baker hose, throttle body coolant bypass, NGK TR55 plugs gapped to .055, new MSD plug wires, and stock Corvette fuel rail covers cut to fit the Camaro engine compartment (can't see any effect there because the hood was wide open for the dyno run).
Also, for yesterday's run, the Holley Powershot air filter (in place for the July 2001 pulls) was removed entirely, and the intake manifold was cooled with ice bags for around 1-1/2 hours before the pulls. As of yesterday, the car had a little over 39,000 miles on the odometer, approximately 10,000 miles more than last July.
I was expecting a small power increase from the combination of new Baker hose, TB bypass and no air filter, rather than a power loss. Any ideas where my missing 11 horses went? (Someone suggested my cats might be solidifying, for example...)
All thoughts welcome-- thanks!
-------------------- Paul Zink, Chicago, IL. SSOA Member #M00-1181; 2000 Camaro SS, SLP No. 1181, Light Pewter, M6, T-Tops, all options. [bMODS and UPGRADES: [/b] Direct-Flo lid, SLP cold air box, Shaner S2, MBA MAF ends, JBA headers, SLP Loud Mouth exhaust, Y-Pipe, SuperTrapp mufflers, SLP Eibach-Bilstein suspension, Addco 32mm/22mm solid swaybars, PST bushings, TByrne LCAs & Panhard Rod, BMR LCA relocation brackets, SLP Shock Tower Brace, SFCs, Richmond 3.73 gears, B & M shifter, SLP TCS Reversal, TA Performance diff cover, Random Technology Torque Arm, PowerSlot rotors, Earl's lines, 160 Thermostat, Red Line Oil, SLP “SS” grille, mats, dash plaque, key fobs, “SS” deck lid mat, MBA pedals, White-face gauges, burlwood interior, Wheelskins shifter boot and wheel cover, custom Fuel Rail Covers, Aluminum sill covers.
Dyno Results from Sept 14, 2003: 328.1 RWHP Photo below: Getting ready for Halloween Car show, Oct. 2001
posted
Were both numbers corrected? There can be up to and including a 15hp variation in 10 minutes. I know, my 98 Formula dyno'd at 313 teh first run, then 297 the next, then back to 313 after an extended cooldown.
Posts: 471 | From: Justin, in the Great State, Texas | Registered: Sep 2000
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quote:Originally posted by HM Murdock: Were both numbers corrected? There can be up to and including a 15hp variation in 10 minutes. I know, my 98 Formula dyno'd at 313 teh first run, then 297 the next, then back to 313 after an extended cooldown.
Yes, both sets of numbers were SAE corrected, and both sets of pulls were on DynoJet machines. My numbers increased a bit on the third pull in both cases, as is often usual. It was suggested that the removal of the air filter caused some problems with the PCM. Another possibility is that it turns out my water pump was failing (just had it replaced last week under warranty), and maybe it was causing some drag on the belt.
Posts: 83 | From: Chicago, IL | Registered: Mar 2000
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posted
Well, better late than never-- but here's the reason: my Centerforce clutch and SLP steel flywheel combo (barely a year old) were already beginning to slip. I found out two months later at New England Speedway (Epping, NH), where I kept missing 3 to 4th shifts, etc, because the clutch wasn't engaging and disengaging right. When I pulled it a few weeks later, the Centerforce "Dual Friction" had burned the steel flywheel right through to the backside -- $300 of billet steel down the drain! Never again Centerforce!!! (Replaced it with a stock Z06 assembly, and no problems.)
-------------------- Paul Zink, Chicago, IL. SSOA Member #M00-1181; 2000 Camaro SS, SLP No. 1181, Light Pewter, M6, T-Tops, all options. [bMODS and UPGRADES: [/b] Direct-Flo lid, SLP cold air box, Shaner S2, MBA MAF ends, JBA headers, SLP Loud Mouth exhaust, Y-Pipe, SuperTrapp mufflers, SLP Eibach-Bilstein suspension, Addco 32mm/22mm solid swaybars, PST bushings, TByrne LCAs & Panhard Rod, BMR LCA relocation brackets, SLP Shock Tower Brace, SFCs, Richmond 3.73 gears, B & M shifter, SLP TCS Reversal, TA Performance diff cover, Random Technology Torque Arm, PowerSlot rotors, Earl's lines, 160 Thermostat, Red Line Oil, SLP “SS” grille, mats, dash plaque, key fobs, “SS” deck lid mat, MBA pedals, White-face gauges, burlwood interior, Wheelskins shifter boot and wheel cover, custom Fuel Rail Covers, Aluminum sill covers.
Dyno Results from Sept 14, 2003: 328.1 RWHP Photo below: Getting ready for Halloween Car show, Oct. 2001
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