|
Owner Time of run |
Car |
Temperature (degrees) |
Max Horsepower |
Max Torque (ft-lbs) |
Mods |
|---|---|---|---|---|---|
|
12:45 p.m. |
'96 BBB |
95.9 |
215.4 |
270.9 |
BONESTOCK |
|
96.2 |
216.4 |
274.3 |
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|
Notes: Peter provided us with one of two cars to use as baselines for others. Peter's horsepower and torque numbers should give you good numbers to use to help determine what different mods do to our cars. Keep in mind that different cars react differently to modifications and certain modification combinations will result in varied numbers. Still, it's great to have a true baseline. |
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|
2:15 p.m. |
'96 BBB |
99.4 |
215.7 |
268.8 |
BONESTOCK |
|
99.4 |
217.6 |
269.8 |
|||
|
Notes: Here is the other bonestock car that dynoed with us. As you can see, Rick's car is very close to Peter's. Again, another owner who now has a true baseline to refer to as he adds more goodies to his car. I wonder what Rick will do first to his car. J |
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|
12:30 p.m. |
'96 DCM |
|
225.1 |
280.3 |
Hypertech, Transgo shift kit, K&N stock replacement filter, Flowmaster catback system |
|
|
225.7 |
279.5 |
|||
| Notes: Ron's car appeared to provide the kind of gains that you would expect from his mods. He did not seem to suffer from hitting the rev limiter like others with the Hypertech did. Ron now has a baseline to look back to as he adds more goodies to his car. J | |||||
|
1:08 p.m. |
'96 BBB |
|
229.3 |
289.9 |
Hypertech, K&N FIPK II cold air intake, Dynomax catback, Jet air-foil |
|
|
227.9 |
279.8 |
|||
|
|
230.2 |
280.2 |
|||
|
|
223.4 |
268.3 |
|||
| Notes: Roger's first two runs were with the Hypertech power programming and with low settings for his shift points and rev limiter. We saw that his car would hit the limiter at the top end, so Roger raised them for two more pulls. He also removed the power programming (I think) before the last two pulls. Unfortunately, he still hit the limiter for the last two runs. Roger noted that he never hit the limiter at the track, but at the same time, he never reached 120 MPH at the track either. J | |||||
|
12:57 p.m. |
'96 BBB |
96.9 |
233.9 |
277.8 |
1.6 Crane roller rockers, 52mm throttle body, Z-PCM, AS&M headers, sewer pipe with K&N cone, Borla catback, ASP underdrive pullies, larger MAF |
|
96.7 |
236.9 |
288.3 |
|||
| Notes: Jim runs consistently quick times at Pomona (14.6's, if I recall correctly), leading us to believe that the recent addition of the larger MAF may have adversely affected his numbers. Jim said that his car dynoed higher recently at Superior's dyno. The power curve appeared to be a little jagged, which could indicate that the PCM was not working well with the MAF. Again, Jim's performance at Pomona indicates that his car should show more horsepower and torque than we saw on the dyno. | |||||
|
1:50 p.m. |
'96 BBB |
99.2 |
233.3 |
285.4 |
Z-PCM, 2.5" Performance Unlimited exhaust system (with either Dynomax or Flowmaster mufflers), and an Ecolizer fuel atomizer (Gary can explain this mod better than I can) |
|
99.2 |
238.0 |
299.8 |
|||
| Notes: Gary's car was strong. His numbers were very close to what Dave Stonefield and I dynoed last year with similar mods (except for the ecolizer J ). He's expecting to add more to the car, so now he's got a baseline to compare to. We'll have to see what he has up his sleeve next. BTW, thanks for the Cactus Cooler, Gary.J | |||||
|
'96 BBB |
101 |
239.0 |
288.1 |
Z-PCM, Dynomax Ultraflo mufflers, resonator delete, MSD 6A, throttle-body heater delete, TeamSS intake with K&N cone filter, home plate delete |
|
|
101 |
239.4 |
288.1 |
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|
101 |
242.2 |
288.8 |
|||
|
102 |
238.4 |
281.2 |
|||
| Notes: Dave (a.k.a. The Blue Max) wanted to see if his car would dyno the same as it did last year. He did not have any additional major mods, but he wanted to see if the theory that the cars run better with more miles on them was true. The first two runs seem to confirm that theory. His best last year was 237 HP and 288 ft-lbs. He gained 2 HP without doing anything. The last two runs were to test the effects of adding an F-body MAF. The first run with the new MAF showed a 3 HP increase. Unfortunately, the last run may have the effects of a warmed up engine so it was lower than the runs without the MAF. So the question is how long will the MAF keep that 3 HP increase? Common views are that, after the PCM learns the MAF, it will no longer provide an increase. Who knows? | |||||
|
|
'96 DGGM |
|
240.0 |
291.4 |
Borla catback, TeamSS pipe with drilled airbox and K&N panel filter, throttle-body heater delete |
|
|
240.9 |
289.5 |
|||
| Notes: Ken was very ecstatic about his dyno runs. Last year, when he only had the TeamSS pipe/drilled airbox/K&N mods, his car dynoed at around 213 HP. After adding the Borla catback and doing the throttle-body heater delete since then, his car actually gained over 23 HP! If you're wondering how many more miles he has put on the car since then, he says he only added 3,000 miles since. J So the question is this, is the Borla catback worth 20 HP? Ken's dyno pulls seem to say so. | |||||
|
Chris Gibbons 10:34 a.m. |
'96 Blue |
90.2 |
241.8 |
299.4 |
Hypertech, Edelbrock headers, Flowmaster exhaust, SLP cold air intake |
|
89.3 |
241.7 |
292.0 |
|||
| Notes: Yes, you read right. Chris has an awesome blue '96 Impala with all sorts of nice goodies. He has awesome rear and front fascias with billet grilling. The paint job is great and the car is a real eye catcher. Anyway, Chris' car suffered from some of the same things that Tom's car did (hitting the rev limiter and jagged power curves). Again, this car has potential and Chris was just learning about his Impala SS. We will be watching for this car in the future. J | |||||
|
'96 BBB |
102 |
244.7 |
290.2 |
Borla exhaust, 160 stat, throttle-body heater delete, Jet airfoil, K&N panel filter |
|
|
102 |
238.3 |
283.3 |
|||
| Notes: Tad's runs were interrupted when his car ran dangerously hot. Once cooled down, the two pulls show that Tad's also has a strong car. With no PCM programming, his peak HP number was higher than mine or Dave's were last year! I think he better have his stat checked to see if it is stuck or something. | |||||
|
11:46 a.m. |
'95 DCM |
|
240.1 |
289.0 |
Borla catback, adjustable fuel regulator, Ram Air system, Jacobs Electronics ignition, pocket ported iron heads, 3.42 gears, and throttle-body heater delete. |
|
|
247.7 |
298.7 |
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|
|
246.6 |
288.4 |
|||
|
|
244.9 |
294.1 |
|||
|
|
236 |
282 |
|||
|
|
243 |
287 |
|||
| Notes: Frank ran different PCMs to compare a new programs from Superchips to his old one from Ron Zimmer. The first two runs were with the Superchips PCM, the second two runs were with the Z-PCM, and the last two were with a stock PCM from a 94 SS. Essentially, the Superchips produced slightly higher peak horsepower, but the Z-PCM provided a smoother curve than the Superchips. The stock PCM could not handle a few things, like Frank's 3.42 gears, so again we had to find the peak numbers manually from the graphs. | |||||
|
10:19 a.m. |
'96 BBB |
88.5 |
247.1 |
293.2 |
Flowmaster mufflers; K&N cone filter with sewer pipe |
|
88.6 |
248.2 |
299.2 |
|||
| Notes: Bob's car is definitely one of the strongest cars that I've seen. Given his minimal mods, his car dynoed higher than most cars with more modifications. We first thought that we were looking at numbers that took into account possible spikes during the run, but after reviewing the graphs at the end of the day, Bob's numbers look pretty solid. To put this into perspective, last year, I dynoed my car at Harv's with Z-PCM, Magnaflow mufflers, TeamSS pipe and K&N cone, and all I could muster was 235 HP and 283.7 ft-lbs! Are you sure there aren't any other secret mods in there, Bob? J | |||||
|
11:29 a.m. |
'95 BBB |
91 |
249.2 |
281.9 |
AS&M headers, Borla catback, adjustable fuel regulator, Z-PCM, AS&M cold air intake, air foil, 1.6 roller rockers, MSD 6AL, 3300 stall converter, and 4.11 gears |
|
92 |
249.4 |
285.2 |
|||
| Notes: Bob is the guru of drag racing in SoCalSS. He is always racing his car and is very consistent with his times. He is well known by other die hard racers. Bob's runs were very interesting because it appeared that his car missed a gear on both runs! Even so, he was able to turn in very good numbers. I wasn't listening in too intently when Harv and Bob were talking about the runs, but this car should be putting down higher numbers if it went through the gears properly. All I know is you don't run 14.2's consistently if you don't have a good car and you don't know what you're doing, and Bob can run that all day. | |||||
|
4:00 p.m. |
'96 BBB |
|
252.0 |
298.6 |
Z-PCM, Magnaflow mufflers, resonator delete, MSD 6A, TeamSS intake with K&N cone filter, 1LE elbow, NGK TR55 plugs (OK, so maybe they don't make a difference J ), BBK/Edlebrock 52mm throttle body |
|
|
253.0 |
302.8 |
|||
| Notes: Well, this was perhaps the most surprising set of pulls (surprising for me, anyway). Last year, with all of my basic mods without the 52mm throttle body, my car dynoed at 235 HP and 283.7 ft-lbs. My first run last year was also not memorable. L So, last December I added the 52mm throttle body, and from the beginning of the drag season this year to present, my car had started running more consistently in both ET and MPH at the 1/4 mile. I "felt" that the throttle body made a difference, but no big difference on my timeslips could really pinpoint it. So imagine my surprise when I find that the car is now 18 HP and 19 ft-lbs stronger than last year. Sure, I've added the NGK plugs and put on gobs more miles on the car since (over 30k miles), but I have to think that the throttle body gave most of the improvement. So, provided that you can find a 52mm throttle body that works for you, my guess is that it is worth the money. I know that many others have had problems with their BBK/Edelbrocks, but luckily for me (knock on wood), my car likes it. I also think that having the Z-PCM helps a lot. My next requirement will be to lower my shift points (I noticed that my car was shifting closer to 5400-5500 rpm, but my car's peak HP is around 4900-5000 rpm, so I'm losing horsepower at the shifts when I'm blasting down the track.). This should make my car a solid 14.7-14.6 car instead of the 14.9-14.8 car that I've been all year. | |||||
|
10:07 a.m. |
'96 DCM |
98 |
255 |
293 |
LT4 heads, LT4 intake, custom cam, 52mm BBK/Edelbrock throttle body, everGreen cold air intake, Hypertech, 3.73 gears, heads/intake/throttle body velocity ported, dynotech driveshaft, 1.6/1.5 roller rockers, B&B triflo catback |
|
88 |
243 |
267 |
|||
| Notes: Tom's car had gobs of potential. Unfortunately, he was using the Hypertech programmer, which hampered his car's performance. We could see from the graph that the power curve was extremely choppy and his engine hit the rev limiter on both pulls, making it necessary to manually find the peak horsepower and torque numbers from the graphs. Harv said that the car definitely had more to give. So, it looks like Tom's going to be contacting either Ron Zimmer or Ed Wright. J | |||||
|
Derrel Green 1:30 p.m. |
'95 DGGM |
|
368 |
|
383 motor (and a bunch of other stuff!), and ATI Procharger supercharger |
| Notes: Derrel's car is well known in the SoCalSS group. His search for more power has resulted in a green monster that could churn out over 400 horsepower to the rear wheels. Unfortunately, a number of factors hindered these runs on the dyno. His car's rear wheels slipped on the rollers while running on the dyno, and the boost dropped from 8lbs to 4lbs. So, the car was limited to one pull. Derrel's best 13.1 second run at Pomona is evidence that this car, when running properly, is a force on the track. It sure sounds like a jet engine when it's running. J | |||||
I have to admit that I had a lot of fun. Needless to say, I was very pleased that my car was the only one that went over 300 ft-lbs in torque (with the exception of Derrel's car). At the same time, I was very pleased that the 52mm throttle body gave me a very noticeable improvement. Looking at the graphs verifies it.
As you can see, there were mostly '96's there. Also, you'll notice many different mods and changes. Keep in mind that some cars react differently to certain combinations of mods. The key is to put together the mods that provide the best results. The rules of thumb that Harv mentioned were very simple.
Open up the exhaust, add some intake for better breathing, then have some proper tuning/programming if you want to make smooth power or if you add more radical things.
I hope this helps other SS owners out there to find what they're looking for.
Please feel free to email me or other SoCalSS members if you're curious about something that I didn't cover well enough in this report.
Vince Plaza
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Last Update: 1/2/99 |