![]() ![]() That's when the car will run the best in a quarter-mile contest. This would place the shift recovery point well within the power curve between peak torque and peak horsepower. This is important since most transmissions experience roughly a 30 percent drop in rpm, which would bring a 6,200-rpm shift down to 4,340. The curve after peak horsepower also looked stable, which allows you to spin the engine up to perhaps 6,200 for a better shift recovery rpm. We thought the peak horsepower would be closer to 6,000 rpm, but as it is the spread between peak torque at 4,300 and peak horsepower at 5,700 is a decent 1,400 rpm. As far as peaks are concerned, the Great Crate made 397 lb-ft of torque at 4,300 with horsepower peaking at 376 at 5,700 rpm. ![]() This is the area where most street engines spend a majority of their time, so among all the improvements we've made this is where it all comes together. Looking at the dyno curve, notice how the torque below 3,700 jumped by nearly 30 lb-ft of torque. For street engines, I prefer to study the torque curve rather than look at the peak numbers as any change that improves the torque across the entire curve is the best you can expect. As expected, the dyno chart reveals that the head swap made a significant gain in power throughout the entire curve. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |