Kelly's '63 TurboFalcon Dyno Results

D

Does10s

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Well we finally got to the dyno last Sat. for a SVTOA Dyno Day. So we were only allowed to do pulls, not to really tune the car. There were a lot of cars that needed to get dynoed.
The main objective for me was the air/fuel ratio. I totally believed that the car was running lean based on how the plugs, turbo and down pipe looked. Boy was I wrong! :shock:
We were running the car very rich at less than 10:1 A/F at idle (it was off the chart) and at 15lbs. of boost it still didn't get much better than about 10.8:1.
For those that don't know....the approximate "optimum" ratio for a turbo/blower motor should be around 12.5:1-13:1. Normally aspirated is approx. 14:1.
But you probably only want the numbers huh?
So we pulled a 227.5 hp and 320.9 lb/ft at the rear wheels. The torque number was at 2513rpm.
This is the same tune up that ran a 12.49@109 2 weeks ago.

So all in all it was a good outing due to the education. I personally was a little disappointed with the numbers but because of the "richness" it was explainable.
We did get a video of it and we're working on getting it posted.
Later,
Will
 
so was it rich from a change in the weather? did the mixture stay pretty even the whole time? maybe it is time to go to a smaller jet and see if you can pick up some more power.
 
62Fairlane170,
It wasn't due to the weather. We were about the same temp/humidity etc. and the altitude was practically the same. So I think we've always been that rich.
I already swapped the jets and reduced fuel pressure a little. We're racing this weekend so we'll see how the new tune-up goes. We may not be able to do much testing though. Just qualifing on Sat. and Elims on Sun.

Lagrasta,
I wonder if I'm even doing triple digit hp? Can I have some of yours?
Click to expand...

NOPE! :D

Later,
Will
 
Maybe it's time for a wideband A/F meter....dang those things are expensive :?

BTW, those are some impressive #'s, especially the TQ ratings....any jealous V8 guys????? :lol: :lol:

Alex
 
Hey man,
Not the hp #'s you may have wanted to see, but 12.49 in the quarter is nothing to cough at!!!!!!!!!!!! You think HIGH 11's are possible with a little tweeking? You know we are all counting on you, lol. Let us know what the weekend brings!
Matt
 
I really think with that 10.x:1 A/F you are loosing some power bigtime. I bet you can prob pick up another 15hp with some better jetting. The 2.3L guys see this alot.....lots of mods on a stock ECU (cam, turbo, head) and when they go to a tuner they pick up 50hp or so when they get a better timing and fuel curve.

I forgot but what was your exact timing setup? I was thinking it was a stock duraspark? I was trying to think of a way to use some check vlave logic to get some boost retard on the timing using a stock dizzy with a dual port advance on it.
 
Hey Mand,
I wasnt sayin the power was low, geeze, I dreem of putting that down, I was just easing his disappointment in the numbers.
Matt
 
Wow , thats great #s , prolly one of if not the most powerfull 250 out there ! I`d like to see how it would do with a ported 2V head and intake :twisted: .
 
For MAXIMUM HP on a boosted engine you want 12.0:1 A/F ratio WOT, anything leaner and risk of burn down goes WAY up. 11.5:1 A/F is what I run and is considered safe (over fueling helps keep the pistons cool). On an Naturally asperated engine 13.5:1 is the best ratio for WOT. Set your Idle at 14.7:1 and your cruise @ 14:1 (15:1-16:1 on EGR engines for fuel economy)
 
Will --

Don't worry what HP/Torque numbers the dyno printed out. What matters is what you can do with the numbers, and nobody, and I mean NOBODY could claim you two are slackards in that arena -- 12.49 @ 109 puts that idea to rest big time.

In fact, to me, it suggests that there has been a great deal of 'rose colored glasses' and some heavy rounding up of HP estimates for our engines (and probably everybody else's engines too!). We all want to have a 400 HP firebreather (that is as tame as a grocery getter when someone else is behind the wheel), but that isn't reasonable.

HP, Torque, driveline numbers, and vehicle weight decide how fast, and quickly you get to top speed. It is suspension and brakes that determine whether it is road worthy. It is whether it is all held together correctly and the driver that determine if the whole combination is safe or not.

Unfortunately, few of us have gone to the effort to tie _measured_ HP with _measured_ performance, like you have. If more of us did, we'd have solid comparisons and predictions of just what our modifications can and should do. The old adage in business is "if you can't measure it, you can't manage it." You are doing a great job of managing it!

Congrats on the outcomes! You are Da Man and Kelli is Da Woman!


--- Barrett
 
What type of setup are you running? sounds pretty cool to me, nothin like the torque of a six! I have a 300 in my 69 pickup and would love to turbo it, what is entailed in this project? I don't think it is as hard as most would want the average home mechanic to think it is. where do I get info for my own home brewed setup?
I drove a dodge cummins for about 175,000 miles and loved the pull it produced, I think that comparable results can be had with this six gasser. the 300 has tons of low end and seems to drop off when the r's get to a certain point, I think the turbo would really wake up this area.
I was stoked to find this site with fellow fordsix junkies sharing their knowledge of this capable engine that used to be looked down on from a performance standpoint.
The torque numbers you posted are awsome, the v-8 guys dream of torque like that and sacrifice mileage for it. sixes rule!
 
Thanks everyone!
We did have a good weekend at the races. I posted on a seperate thread so I won't go into details here except for the 12.25@110 that Kelly ran on Friday during a test-n-tune session.
So based on weight and E.T. this little six is made around 303hp at the tires on this run. So changing the jet size and reducing the fuel pressure really seemed to help! I think I can still drop another couple of jet numbers and still be safe.

MandarinaRacing,
Yes, I need to invest in a wide-band O2.

62Fairlane170,
Timing is a slightly modified Duraspark distributor hooked to a MSD-6AL. The only thing that's mod'd is that we reduced the adv. sweep to 10*. So the base timing around 17* and total is 27*. We're currently not using any type of timing retard. This is one area that could be optimized.

Scott,
In a nutshell....it's a '78 250 (US) that's TO-4 turbocharged, 58mm, blowing thru a Holley 350cfm 2bbl. The motor itself is stock other than the cam (FSPP 274S) and the ARP bolts/studs. Still has stock replacement cast pistons, rods, crank. We did rebuild the motor about a year ago just before we hung the turbo on it. Other than that, it's the same basic motor just about everybody here on this forum has!
Later,
Will
 
what compresion ratio are you running to be compatible with the boost? did you just bolt it on or did you make other compensations for the turbo? I have a 300 that I have sunk a ton o money into and would love bolt a turbo on It, but I don't know the ins n outs of turbos. havent had much luck lookin on the net either. How do you jet differently? tell me the secrets, you know anything you might know that could help. Love eatin honda cars from the light with my 69 pickup rollin on 35" mudders. she has torque, just needs a lil boost in the mid-top end.
 
Scott
pick up this book, it'll give you most of what you need to know about turbos, and once you're familiar with them you'll be able to ask the specific questions that you need to know
 
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