The objectives in today's dyno testing were to:
a) Produce factual dyno data of both HP, TQ and A/F for my programs and JWT's programs.
b) Tune my programs via the Zemulator to optimize A/F and power/TQ.*note* This dynojet system was out in the open - it is not an in-ground unit (although it had an awning covering it). I asked them about SAE conversions for environmental conditions and he showed me on the screen where the environmental conditions were being displayed in real time. This machine automatically accounts for temperature, humidity, barometric pressure and I *think* that was it, I was only concerned that it was taking these factors into consideration. Either way, for comparison purposes, everything else is equal. Temp day was about 65, low humidity. These are dyno sheets from my TT and my friend's NA (Kai) who ran the 14.7 in the 1/4 with mild mods and my program. I'll start with the NA first. The first 3 runs was with the EPROM program (my NAv.4) that he ran the 14.7 with. It put down 205HP (I dont have a scan of that one for some reason. Kai?) We made three pulls to get things warmed up. Then we loaded the JWT program. HEre's the results of that.
 I'll just leave it at that and let you formulate your own opinions. Then I loaded up the Zemulator and did some tuning to get the A/F up a little. Here's the results of that.
 I wanted to spend a little more time on his car, but after seeing 205HP from the NAv.4 program, I was already happy - and we were running out of time. :-( (keep in mind we did the NA after we did mine, I just wanted to start with the NA first in this post. Now for my TT. There's a bit more explanation to go with these dyno charts as for the setup. I was running 16psi of boost. They only had one cooling fan and it was dinky. We put it in front of the car about 6 feet away to try and get at least some kind of airflow over the ICs. For all practicasl purposes, there was no air flowing over the IC's. I have stock turbos, stock intercoolers, 555cc injectors, gutted stock precats, gutted stock midpipes, my own homebrew exhaust system and a stock pulley. My first run was accidentally pulled at 10psi. I'm posting it just for shits and kicks. 
This next pull was the equivalent of a JWT program in terms of timing, but my fuel delivery is less rich than theirs which drops almost off the scale. This was at 16psi. 
In this next run I had added in more timing and worked on the A/F a little. 
After a few more pulls it was apparent to me that having the A/F drop to really rich at high RPM maintains torque better than a flat fuel curve. I had only added in more fuel on the top end as I was notcing no more gains from advancing timing and was starting to hear detonation. The car made more HP and a lot more torque because of this radical drop in A/F at high RPM. This helped to maintain the HP past 5500RPM. Here's my final pull. 
With proper IC cooling, I firmly believe I could have seen at least another 12HP and hit over 400RWHP. By the time the engine started making good power, the IC's would heatsoak and charge air density fall off insanely and torque goes with it. This test, for all practical purposes, could be considered done without intercooling. They saved all 17 of the pulls for my car as well as for the NA, and they also measured torque and I as able to see that as I was tuning the cars. Either they didn't know how to put torque and HP on the same graph and then a seperate A/F window, or the version they have didn't do that.. I'm not sure. They just got this in a few weeks ago. But if you want the torque curves, I will probably have them print them out next time I am there. The A/F is interesting - the variations in A/F tend to make me think there would be obvious crests and troughs in the values of enrichment for the fuel maps, but there isn't anything like that. The maps are smooth and continuous from a "conect the dot" perspective but I dont have any explanation for it. What I do know is that it helped to keep the HP up by richening it when timing would no longer give us headway. All in all, I was pleased with the results. My NA program out of the box is very well tuned in both A/F and HP/torque. I was only able to make 1 more HP tuning it further with the Zem after 14 pulls. With the Zem, I was able to perform 17 pulls and modifications of the program in between in small steps. I made all of my adjustments and pulls within 1h 15min. We made 14 pulls in ~45 mins or so with the NA, including the install of the Zemulator into his car. Plug and play tunability at its best. I had planned to dyno and tune three cars, but there was only time to get two of them on the machine. We will be going back next week to test and tune a true stage 3 TT. My car doesn't quite fit that profile. I have modified stock internals, portwork, ghetto rigs and macgyver jobs on my Z and I dont want to put it up for speculation. I want to have hard factual data for the TT guys and doing that will require a true stage 3 TT. My buddy with the TT was also having problems with his car overheating and he had literally just got it all back together and drove to the dyno shop. We didn't want to break anything because of an overheating problem so we let that sit until next week. WE will be returning next week to dyno tune and we will be bringing large cooling fans for our intercoolers. As for the NA program, I knew it was making good power when Kai drove it down the 1/4 in 14.7 seconds. It was interesting to see people say that the 1/4 mile time means nothing as some stated. I hope I have cleared up any misconceptions on that topic - or any other pertaining to me, my ECU upgrades, my Zemulator, or my ghetto rigged Z. I sell ECU upgrades for both NA and TT for $250 plus shipping and handling fee (~$25). Email me for ordering info.
[ ashleypowers.com ]
[ agpowers@bellsouth.net ] [ Zemulator Information Sheet ] When pigs dance, you better get it on video... "You never really learn to swear until you learn to drive."
-George Carlin
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Dyno results are in. JWT, AshSpec & Zemulated. - 
22:54:15 01/28/03
