Logged RWHP?

[Spindoctor]

The evil gremlin that lives at the base of my cerebral cortex is telling me that I have a cam that is installed a tooth off.
However, I post the following just incase I am having a senior moment.

What I have on my Dyno for tuning is an 02 Camaro that came to us with a fried 5.7. So we fixed it up with the LS2 styled 6.6 ltr basement. Reinstalled the original cam and heads (with ARP studs) new guides, seals and a port match.
Goodies include:
Vortech Max Flow with 10psi pulley set and cooler.
Lingenfelter intake.
Bassani BX exhaust with highflow bullet cats.

Car runs great. Good cold start. Smooth hot idle of 650rpm @ 38 kpa.
LTFT's check in at 5. Cruz AFR of 14.6:1 And WOT AFR of 12.6:1. @ 7psi.
No knock ever. No 'Protection' roll backs of any kind.
Like stock street manners with good* power up the through the gears (automatic).

So whats the problem you ask? How about *380rwhp
Logged Calculated rwhp is still low at 480.
While the dyno may be broken my Butt dyno says it isn't. The car just does not pull like other 600chp cars I have tuned.

I don't think there is a button on my laptop that will find another 120-140 rwhp. The gremlin says get the damper puller out.

As always all input is appreciated-

[joecar]

Hi Tim,

I don't know your tool budget... this is type of thing that a "lab oscilloscope" would show (e.g. www.picotech.com)...

You would view the CKP and CMP signal waveforms and analyze/compare against a known good waveform...

The oscilloscope would also let you do a relative compression test by viewing the starter cranking current with engine disabled from starting... the increase in load on each compression stroke causes the starter to draw more current... the waveform shows the current as a series of ripples... the ripple(s) that are low indicate low relative compression...

BUT it may be cheaper to do the following:
- check for any DTC (limp mode...?),
- check for exhaust obstructions (measure back pressure at front O2 bungs),
- pressure test the cooling system,
- check coolant for combustion gasses ("block test kit"),
- leakdown/compression tests (check for bent rod),
- inspect rockers/springs/pushrods,
- inspect the cam/crank sprocket relative position (dots),
- degree the cam.

[Redline Motorsports]

I have seen a few twinturbo cars have all the ingrediants to make power and not, only to find a leak in the pressure side of the system. Timing, fuel and boost where all there and low power levels. I would log lbs/min and see if its in check. You need to move so much air to make so much power. Boost is nothing but pressure and not volume.....just some food for thought!

Howard

[Spindoctor]

Here is a post of the latest run.
Note: Comp Ratio is now 9.0:1
What I show under DYNAIR is 60.95. Depending on the actual BSAC that could easily be 550hp @.85 BSAC to 625hp @1.0BSAC.
The injector pulse width of 19.5ms (thats 100% DC @6000rpm)and a flow rate of 38# (at a standard test pressure of 45psi)*8 and an estimated BSFC of .60 that puts us at 550hp of fuel not taking into concideration the higher FP of 60psi that could put us back up to the 625hp range.
Now the logged estimated RWHP (POWER_RW) has been running 420-430.
If you want to use the 20% drivetrain loss that puts us at the 520chp range.

What I am getting at is all signs point to getting expected power output.
It just isn't coming out at the wheels.
The trans doesn't feel like its slipping.

And my position on boost has always been that it is a measurement of the
mass that did NOT make it into the cylinders and is only useful when comparing two like engines under similar conditions. Beyond that , on its own, really tells you very little about the power the engine produces.