Competition 1128 hp, on single and NXd Pro system

[COMP461]

Just finished with a great dyno session of the new race motor and the results were incredible, the Industrial Injection PHAT SHAFT 72 and the new Nitrous Express 2 stage Laptop programmable variable controller were smooth, an infinitely controllable. You can read about this with a full article in the April Diesel Power. The hard work Ray has put in on the cylinder head has paid off. The motor made peak power at 4600 and was still over a thousand HP at 5000 rpms there will be a complete pictorial on DrPerformanceMotorsports. Com in the next few days.

The work that Greg at ZZ fabrications did on the dry sump and the intake manifold really shower on the dyno. The parts that went in to this motor will be available for sell . Every part from the intake to a complete motor will be available in the near future, give them a day or two to finish the web site.



don't ask I'm not giving dyno sheets , this is corrected numbers , the uncorected numbers were even more due to negitive correction factor .

 

[COMP461]

this is another veiw

 

[COMP461]

the air hat told a lot this motor moved almost as much air as a Pro Stock motor

 

[TurboTweaker]

straight up sweet Greg. so ahhh when do we get to see it run? i cant wait to see a 6sec pass



The Fat Kid

Andy

 

[Rodboy]

Man that thing is sweet. As soon as i get my money together I'll drive up to weatherford and get mine running right.

 

[COMP461]

I will be in Vegas at the MOPARS AT THE STRIP the end of march , and race the vegas NHRA national event the next weekend,

 

[DavidTD]

Very nice piece Greg. I'm sure you are just scratching the surface.

 

[Devan Manis]

Comp, what kind of drive train loss to you anticipate?

 

[JasonCzerak]

What is the math to predict a 6 second pass?

What is the math to predict a 6 second pass?



I found a few online calculators that do the math for ya. Ironicaly! not all are the same! And I'm sure at 200mph, drag is a huge deal to calc in then at 100mph that some of use may beable to hit. And I think this is why the are all different.



I'll have to compile links later, as this one is copied locally to run. But, This one seems to be the most accurate to 12-13sec 1/4 miles based on mafg. spec, car and drive results (for example), experience with my own and friends cars.



I'm interesting in understanding how you come up with 6 second passes when we are talking these fast trap times.



If I remember correcly from past posts your truck is at 1500# right? I haven't a clue what drag would be, or even how to fact that in. I hate math like this, this is why I rely on forumals from others



I factored in 20% drive train loss, so 900HP at the wheels. at 1500# is 7. 86 1/4 at 197mph. If you get 1128hp at the wheels. it's 7. 82 at 212mph. that's not alot of ET with 225 more hp So hence, this calc seems off to me.



And I'm sure 1128hp is just the beginning of hte HP comp will find outa this motor. It's not even broken in yet!



Also,



what kinda boost numbers are you getting? What about the data collector, can you post some of that info you got?

 

[csevers]

How much power did it make with OUT the "twins in a Bottle" ?



Craig

 

[BDR]

That is one killer set-up! Will be very impressive to see it in action on the track! Congrats!

 

[RacinDuallie]

Gonna make that truck fly now boy! You go git um!

 

[JLackman]

Hey, what you got that diesel on a gasser dyno for??



That just ain't the proper thing to do, you have a lot to learn.

 

[BPonci]

Nice work. Cant wait to see a timeslip. Where is the Wolverine?

 

[COMP461]

How much power did it make with OUT the "twins in a Bottle" ?



Craig

don't know and don't care , it like a Pro mod motor was not designed to run with out it

 

[bgilbert]

don't ask I'm not giving dyno sheets , this is corrected numbers , the uncorected numbers were even more due to negitive correction factor .

Comp's word is all we need :-laf ...

 

[JLackman]

Comp's word is all we need :-laf ...

What's with the snide comment?



Higher uncorrected numbers are common at low elevation engine dyno installations. The barometric pressure specificed by SAE J 607 correction standard is 29. 92 absolute so anytime it's much over that it is likely the corrected numbers will be less than the uncorrected numbers. SAE J 607 standard; 29. 92 barometric pressure, 60F inlet air, 0% humidity. The absolute barometric pressure here at 2000 ft is usually 27. 7 - last Friday it was 28. 4 that is very high for here. The brake numbers were higher but the corrected numbers were still within 1-2 hp of what they were @ 27. 7.

 

[DHRA]

Nice Greg! Big single and NOS-Dennis Perry has started a madness! lol.

 

[Jim Fulmer]

What's with the snide comment?



Higher uncorrected numbers are common at low elevation engine dyno installations. The barometric pressure specificed by SAE J 607 correction standard is 29. 92 absolute so anytime it's much over that it is likely the corrected numbers will be less than the uncorrected numbers. SAE J 607 standard; 29. 92 barometric pressure, 60F inlet air, 0% humidity. The absolute barometric pressure here at 2000 ft is usually 27. 7 - last Friday it was 28. 4 that is very high for here. The brake numbers were higher but the corrected numbers were still within 1-2 hp of what they were @ 27. 7.

The last time I dyno'd in Dallas I ran into the same thing, the correction was . 99 and in my eyes it was perfect conditions to dyno. It was cool, outside and the barrow was in the high 30's so PA (pressure altitude) was at SL or below.



Jim

 

[Timbeaux38]

Nice #'s

Asuuming a 20% loss, that puts Jeffs motor at 1141. 20 Hp... . Interesting...