Well, I went to the dyno with both my FC and FD today. Unfortunately, because of a fuel pressure issue, we couldn't do much with the FD; however, the FC finally got some much needed leaning out in the upper RPM range. The FC picked up 13 whp. My mechanic street tuned the car to 152 whp, and we ended up with 165 whp.

Mods to the FC:
Rebuild with small streetport (15k miles)
Port-Matched Manifolds
K&N Filter with custom shielding
RB Race Pipe (No header, too loud)
RB Cat Replacement Pipe
RB Catback
S-AFC II

I'm pleased with the results. It definitely pulls better from 6k to 8k. I think the last mod for the FC will be a 9 lb. aluminum flywheel whenever the clutch gives out.

6 MB video of the run: Right Click, Save As... www.alantripp.com/fcdyno.wmv

 

Looking good.

 

Aiming for 13.0 AFR's?
I'd lean it out even more... I tune to 13.8:1 up until peak torque, at which I lean it out to 13.6 gradually until peak hp. You'll pick up a little more power, and I have had no reported problems from it.

 

very cool. who did your rebuild with the mild streetport? and have you ever ran the 1/4 in the FC since the rebuild? i'm interested at what numbers that thing puts down.

 

did you do the dyno run at the last gear or something? that took awhile to max out.

 

ahhh i love the sound of that VDI kicking in at 5700, it sounds so cool... brings back memories of the good ole days of my car being NA.

 

Actually, that was 3rd gear. It takes a little longer to wind out than my FD. There's no sense doing a 4th gear pull and beating on it for even longer.

 

What with the dip around 5k?

 

Variable Dynamic Intake (VDI) engaging. I believe it changes the length of the intake runners for maximum torque down low and maximum horsepower up high.

 

Scott Glassburn at Mazsport did the rebuild. The link to his website is in my sig. I haven't gone to the track yet with it. It's a Convertible (heavy), so I'm guessing it will do low 15s.

 

when the vdi opens the intake pulses bounce around in that strange VDI manifold and change the tone and create more power. the bouncing and rerouting of those intake pulses kinda FORCES the air into the engine when the VDI is active. i heard it actually makes like 2psi of positive manifold pressure

 

Yeah, I've never actually seen the VDI, but my mechanic said the same thing about the 2 psi. He made it sound like it was an instantaneous condition as if the boost were created when the VDI engaged; however, according to my dyno, that wouldn't really make sense considering the drop off in power. He explained it to me like 2 years ago when I knew even less about cars than I do now , so I'll have to ask him to explain it again sometime.

 

Nice numbers.

Did the tuner mess w/the timing at all?

Doesn't it throw off the dyno # if you dont use the 1:1 gear?

 

Is it possible to mess with the timing without a standalone ECU? I only have the S-AFC II on the FC. I think it could throw off the dyno number a bit by dynoing in 3rd as opposed to 4th. When I switched from 3rd to 4th in the FD on the dyno, it actually picked up around 10 whp at the same boost level. I wasn't too concerned about doing a 4th gear pull in the FC considering it would take forever and really just put undue stress on the motor. Supposedly, the Dynojet is supposed to somehow know what the gear ratio is based on load and compensate accordingly.

 

Yes, you can adjust timing, but it will be an accross the board advance/retard. It's as simple as turning the cas a couple degrees.

It would make since to make more hp on a turbo car in a higher gear, as the added load, would make more heat in the combustion champer, which will drive turbine harder, that's my understanding anyway. I can't say i blame you for not winding out the fc in 4th..since it does take for ever.