ANSWER TO .. GOING TO THE DYNO TUES. 18th ...ANYGUESS ON HP????

[paulny]

ANSWER TO .. GOING TO THE DYNO TUES. 18th ...ANYGUESS ON HP????

My SSR has an LM4 engine block, the LM4 was stroked 9mm and has all the same internal parts as all Gen.III motors except the pistons are coated on the Vettes. In all actuality the 2004 LM4 bottom end is exactly the same as the 2005 & 06 Vettes bottom ends except the bore is a few cc’s smaller. If you don’t believe me get a copy of Decembers “SUPER CHEVY” and they have an great article and charts about the differences.

I kept the bottom end and changed the entire top end to all ZO6 parts including a ZO6 cam which has a ½ inch (+) lift and longer duration (much better for the supercharger). The ZO6 CNC heads with the larger valves and ported intakes and sodium filled exhausts for better flow. Using these heads on the LM4 block dropped the compression from 9.5:1 to 9:1 which is great for me because I am running a MagnaCharger with their 2.5 inch Dia. pulley that puts out 18 plus pounds of boost (with 4:56 gears all the engine pullies are running 22% faster which also makes more boost). (Putting a MagnCharger on a stock 04 you can only safely run 6-10 pounds). I am using a K&N high flow 73 series air filter which K&N so graciously designed and machined a custom heat shield for me because the MaganCharger intake center line was much different then the stock Chevy intake. “THANK-YOU K&N !”

The supercharger comes with it’s own intercooler and fuel pump. I am running a Davis aluminum radiator with two 1 inch cores and had the fan programmed to turn on at a lower temperature (because in 90 degree weather the SSR cooling system just could not keep up) She runs at a constant 190 degrees now no matter if it is 32 or 99 degrees out. I have a separate (large) transmission cooler also.

Since the lifters are roller from the factory I changed the rockers to rollers also with stronger push rods and I changed the connecting rod bolts because I knew I was going to be very close to there spec. limit.

To my free flowing ZO6 top end I bolted on a set of Dynamax long tube headers with their nice neat little Performance Cat's. From there I am using the CORSA CatBack system .....What an outrageous sound!!! At idle you would never know if you pulled up next to me what you where getting yourself into. What a GREAT SOUNDING RAW this system lets out!!!!!

To get this HP to the ground I installed a set of 4:56 gears onto my SSR’s already posi rear and sent my torque converter out to a company called "Pro Torque" where they custom rebuild my own Torque Converter. Ramp Chevy recommended them to me, their brochure was quit impressive like their Web Site! I got back a custom built 3800 stall speed torque converter which I am very happy with (Pro Torque: 631-218-8700 www.protorque.com), the modulators in the transmission where also changed and when Dynoed, the pressures where tweaked for maximum response!! My SSR will most always chirp the tires from first to second and second to third.

The Superchips people gave me all they were capable of programming which was no where near enough for what I had built. I needed a Dyno and a master tuner and program. I purchase the “HP TUNERS” “LS1 EDIT” Program (OUTRAGOUSLY PRICED!!! But they have monopoly on the market and their product works flawlessly!

Many many months ago I promised you the results!! Sorry they took so long. But I believe it was worth the wait!! Below is the Dyno readouts, I did not quite make the 500 RWHP I want but I got really close at 454.83 RWHP & 444.81 ft. Lbs. Torque! Even the Dyno master was surprised at my SSR. He suggested a few more upgrades that should put me closer to 500 RWHP if not over.

The day after the Dyno runs I received a phone call from one of the manufactures (I can not disclose who). I was invited for more testing and real time ¼ mile runs the next week. Who could say no to that …………………………….

The best ¼ mile was 11.98 @ 134.4 MPH …………

CAN”T WAIT TO THE SPRING!!!!!!

(BELOW I TRIED TO ATTACH THE DYNO RUN SHEETS BUT GAVE UP AFTER TWO HOURS!!

I HAVE THE DYNO RUN SHEETS BUT CAN'T GET THEM ON TO THIS WEB SITE ?? I CAN EMAIL THEM TO ANYONE THAT WANTS TO SEE THEM OR FAX THEM. BETTER YET SOMEONE TELL ME HOW TO GET THEM TO DOWNLOAD BELOW!

MERRY CHRISTMAS TO ALL AND TO ALL “MORE HP”


DYNOJET SSR Run #1 427.83 RWHP 418.41 (ft. Lbs. Torque)


DYNOJET SSR Run #2 442.07 RWHP 432.33 (ft. Lbs. Torque)


DYNOJET SSR Run #3 454.83 RWHP 444.81 (ft. Lbs. Torque)

[WOW_FCTR]

Nice 1/4 mile

[JimGnitecki]

Paulny: Send those dyno sheets to me and I will re-size and re-format them so that they can be posted here.

Your engine's drive pulley is NOT running 22% faster after changting the rear axle ratio. You have eivdently misinterpreted remarks I made earlier on both this website and in my book. What I said was that when you are in high gear, your engine rpm is 22% higher than before. So, your AC compressor, alternator, and toher engine driven accessories are on average running 22% faster, as we spend a good deal of our time in top gear, unless dealing with stop and go city traffic (in normal city traffic, we get into overdrive normally a LOT).

That is NOT the same as boosting your boost by 22%! That would only be the case if the drive ratio between the supercharger and engine were altered via a different set of pulley ratios (which you may or may not have done, as a SEPARATE item - I can't tell from your text, as I don't know the "standard" pulleyt size for the Magnacharger off the top of my head). Merely running the engine 22% faster with STANDARD supercharger drive ratio does NOT increase boost by the 22%.

By the way, "LS1Edit" and "HP Tuner" are two entirely different products from two entirely different companies, and neither is anywhere NEAR "outrageously expensive" compared to the other work you say you have done.

You understand I'm sure that your obvious error on the LS1Edit / HPTuner thing opens your entire posting to question.

But, a thrilling write-up nevertheless.


Jim G

[2005SSR6Speed]

I would also like to see the dyno sheet and the time slip from the track. I want to see how you got a trap speed of 134.4 and only an 11.98, a trap speed that high would be a low 10 second run. Great write-up and I wish you the best with your new horses, be careful!

[JimGnitecki]

2005ssr6speed: You and I are on the same wavelength here. I did some "what ifing" with my software, and with the SSR weight, 4.56 gearing, and the power numbers claimed, I figure mid 12s at 115 mph, even with a hi-stall converter.

Jim G

[paulny]

Hello everyone, especially you Jim!

Jim you know more then anyone from our comminations that I have been researching building my SSR for a long time. I have purchased the book you recommended plus your "E" book (which was very well done and extremely helpful).

I am disabled and can't work anymore so I have all day to read and email for information. This time has allowed me to go deeper into some speed companies then most people have time to. In a years time I have made many contacts and friends in many speed related companies.

The runs that where made where done by a company that got interested early on in my project and asked for my dyno runs when they happened. I was trilled when they asked to use my SSR for testing after I sent them my Dyno tests. I did not drive any of those runs but was just a spectator. They started out with the stock Goodyears and then changed them to an unmarked drag tires, they also had their own laptop and gages for collecting data.

I am not allowed to tell you the company but I can send you the original Dyno run sheets that I promised so many months ago. Do you have a FAX??? I can send then that way or try to send them as an email attachment. (send me an email so I can just hit reply)

By the way the program was HP Tuners and it cost me $800 for the disc. What I meant by expensive was, I guess, not much there to hold in ones hand for the money.

PS: I also gave them permission (after they asked) to make a few modifications that they said would benefit my SSR. They programmed the traction control to turn off when punched to the floor (in third gear) and held there. When she shifts to second the traction control turns back on through third gear. If I am still into it and shift from third into overdrive the traction control turns off again???? Have any idea why they programmed this into my SSR Jim??

[JimGnitecki]

Paulny:

I would be happy to send you an email to atatch the dyno data to, but you haven' posted your email address! I checked my book subscriber listing, but have multiple "Paul"s, so that was no help. Send me an email to
JimGnitecki@msn.com

2. I don't like what they did with your traction control. I view it as unsafe for the traction control to be shut off by any mechanism other than the driver (even though GM also shuts it off once you get to a speed much higher than normal highway speeds). As a fatality accident involving one of our own members on this board may illustrate (roads were wet at the time), human reflexes are no match for what happens after the STATIC friction between a tire and the road is exceeded and the tire starts to slide under the LOWER dynmaic friction. This can easily kill you.

I strongly believe that traction control should not be disabled unless:
- Done so consciously by the driver
- Done only on a dry, very wide, and straight piece of orad, with absolutely NO other vehicles anywhere within 1/4 mile (about 12 to 16 seconds of "space" - IF the other vehicle is NOT moving!!)

The people that did this to your SSR are not acting responsibly, and may not realize that they have exposed themselves to a giant legal liability in doing so. No corproate attorney would sanction what they did. If I were you, I would politely but firmly ask them to restore the traction control to the way it was.

Why did they do it? So they could get cheap thrills video, using YOUR vehicle, showing loss of traction on the 2nd to 3rd shift, and after a 3 to 2 downshift. This also implies other abuse of your SSR while in their hands. Look for it in an upcoming cheap thrills video or advertisement. They used you, Paul. Those are not the actions of friends.

Jim G

[rick418cars]

the mph does not match the et. by along ways and Dynojet dynos, are
very optimistic when compared to an eddy current dyno like a Mustang Dyno

[paulny]

Jim, Maybe I wasn't as clear as I should have been about the TC. It only turns off when punched to the floor from a dead stop with the stick shift in third gear and left there. If I stay in it without touching the shiftier the TC acts as I described. Being that the TC turns back on for the rest of the run when she up shifts to second and third when under full acceleration. When I am at max RPM in third gear and shift into overdrive that is when the TC turns off, which is what you just indicated to me about GM shutting down the TC at high speeds. Before they changed it the only way the TC would turn off is if the shiftier where put in first gear or I turned it off. I never saw it go off at high speed but then again I never was able to reach those speeds before all the modifications where completed. When I finally lift the TC will turn back on.

[JimGnitecki]

Paul: You should be letting the vehicle shift itself. It is much faster than you can ever be - seriously.

You did not mention that you were MANUALLY downshifting it. I believe that it is possible that the traction control is defeated when you shift into ANY gear manually (not just first gear), as a means of rocking the vehicle in snow or mud conditions where traction control would make that impossible. I know that this IS the case on other automatic transmission vehicles I ahve owned or driven (used to live in Minnesota).

I received your email with the dyno curves. Good news and bad news, but mostly good!

1. The third file you sent me ("Run 1") shows blank when opened. There is something wrong with it. Can you get another copy of the uncorrupted file from the dyno shop?

2. Run 3 , the one with the 454 hp reading, is unfortunately an UNcorrected run printout. That makes it useless, as the uncorrected (raw) numbers are not comparable to corrected ones (those of you who have read my book understand how the corrected numbers standardize the readings to standard comparable conditions).

3. Run 2, WAS properly corrected apaprently, and shows 442 rwhp when corrected to the SAE STANDARD (as opposed to SAE J1349) standard conditions.

Forget the abolsute peak value though. As we have pointed out numerous times on this board and in my book, dynos and dyno procedures vary too much to make numbers from different dynos "comparable".

Look instead at the WONDERFUL shape of your curve. Although your torque peak occurs at about 4200 rpm, it really is almost exactly as high at 4750. This results in a power curve that peaks at 6000 rpm and only starts to fall at around 6400. All this means your stroked 5.3 with Z06 drivetrain and blower is breathing VERY well. Almost as high a revver as my own Z06 equipped but naturally aspirated (far less powerful) 04 SSR (mine hasn't yet starting falling at 6500). I know mine SOUNDS incredible at 6500, so can only imagine what your supercharged version sounds like.

You power and torque curves intrigue me enough to warrant a comparison to a number of other modified SSR curves in my library. I would have liked to do this today, but it's late, and I am leaving in the morning ona 12 hour trip for a job interview in Washington DC for a position based in Austin (yeah, stupid isn't it?), and won't return until late Wednesday. So, further analysis will need to wait until at least Thursday.

This is an interesting combination, Paul. More to come.

Jim G

p.s. Paul sent me a scanned image of what he has for software. It's HP Tuner, one of 3 good choices for anyone with an 03 / 04 PCM.

[paulny]

Thanks JIM! Have a safe trip, hope things work out well for you, you deserve it! Paul

[JimGnitecki]

Paul: I forgot: I have not yet posted the curves since they are in MS Word format, which will not post here. I need to strip the graphic out of Word and save it as a jpeg or tiff file. Will do that as part of the analysis.

Jim G