With all the big All Motor dyno graphs showing up over the past few months, I thought I would post my dyno as well. Brief description of the build;

-RLZ Head (stock sized valves)
-RLZ Cams
-Built by Brad at RLZ
-RLZ oil pump
-Wiseco Pistons (designed by Brad)
-RMF header
-Crower Rods (Ti) (Thanks to Rocket Motorsports)
-Crower Crank
-Tuned by Dameon from D-Tuned in Virginia Beach (AEM) 757-513-8998
-Grey @ Millenium Dyno 757-853-7771 (Ask for Grey or Matt)

When Brad asks if you want to "make power from your head" he's not joking. Notice that my motor doesn't have a big peaky spike...it carries the power for quite a long time. The motor is making over 250whp for over 2000 rpms!

This graph is from our first session on the dyno, with an alignment that was so bad, the axles were trying to pop out. Also this was with throttle body only due to our custom airbox not being finished. The motor is now making a little over 10whp 5wtq more than this graph. I do not have this graph because the dyno's computer had to be re-conditioned and all graphs were lost.





Big Thanks to:

-Brad and Howard @ RLZ and Speed Innovations (now if I can just get traction)
-Brian, Grey, Sean, and all the guys @ Millenium Autosports in VA (without you guys, the car would have never been finished)
-Terry @ Boostfed Racing (speedy service man, thanks for all the parts and support buddy!)***your wife still owes me a homecooked meal!
-Dameon Pryce @ D-Tuned (this dude knows AEM inside out, one of the greatest problem solvers I have ever met!)
-Matt Jones, "the ONE AND ONLY" my crew chief (only 21 years old, but damn you know your sh%&...I may not believe you all the time, but I trust you, and it always works out)
-Millenium Dyno (brand new dyno, these guys tune AEM, SDS, MoTec, VAFC's,etc. AND you can get a cool video of your dyno session!!!)
-Brian @ FastBrakes (the best damn brakes on the market! Great service, great guy)
-Randy @RMF (you guys NEEEED one of his headers!)
-Matt Kennedy for all the advice and help (sorry my coils gotcha!)

Oh, and thank you Tokki for taking pictures with the car





Modified by CompressionFed at 9:18 PM 8/4/2005

 

Thanks for all the positive comments on the last thread. Hopefully we can keep this thread clean.

Thanks George

 

if those are the times on your sig then your motor is a pure beast. how much whp is your motor making? 270...ish. and what is the weight of the car? o n if you dont mind, what suspension? nice car n motor.

 

Excellent graph and numbers.

RLZ

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by coolhandluke &raquo;</TD></TR><TR><TD CLASS="quote">Excellent graph and numbers.

RLZ </TD></TR></TABLE>

 

Nice motor and car! RLZ

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Slaughter &raquo;</TD></TR><TR><TD CLASS="quote">Nice motor and car! RLZ </TD></TR></TABLE>

Seconded

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by drchulo &raquo;</TD></TR><TR><TD CLASS="quote">if those are the times on your sig then your motor is a pure beast. how much whp is your motor making? 270...ish. and what is the weight of the car? o n if you dont mind, what suspension? nice car n motor.</TD></TR></TABLE>

The motor made a little more than 270 right before we pulled it. The car weighs about 1880 with me in it (according to scales at VMP), and I was using Tein SS all around.

 

hows the new build coming out ? when you expect to finish ?

 

what kind of intake?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by silent-chris &raquo;</TD></TR><TR><TD CLASS="quote">what kind of intake?</TD></TR></TABLE>

Homemade pipe through headlight

 

can you please comment on the preparation of the main caps, crank and bearings to accept Ti rods and your thoughts on why the tq curve started to nosedive at 8800 rpm ?

 

thats a nasty BEAST.
great job.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Michael Delaney &raquo;</TD></TR><TR><TD CLASS="quote">can you please comment on the preparation of the main caps, crank and bearings to accept Ti rods and your thoughts on why the tq curve started to nosedive at 8800 rpm ? </TD></TR></TABLE>

Brad took care of the preparations, I wouldn't know. I hand him a block, and pistons and rods, and I get back 270+whp

 

^^I hope I can say the same thing or something similar sometime soon


Modified by jd3jdm at 8:50 PM 1/11/2006

 

nice built you got there
btw , what is the spec of RLZ camshaft???
i've seen much peeps making good number with it. please let me know.
thanks

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Michael Delaney &raquo;</TD></TR><TR><TD CLASS="quote">and your thoughts on why the tq curve started to nosedive at 8800 rpm ? </TD></TR></TABLE>

I would not call that a "nosedive". That is a pretty flat torque curve, all the way to 9,500+




Sweet graph

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CompressionFed &raquo;</TD></TR><TR><TD CLASS="quote">Brad took care of the preparations, I wouldn't know. I hand him a block, and pistons and rods, and I get back 270+whp </TD></TR></TABLE>

You forgot one of the other things you hand him. I'll give you a hint; its green and you probably hand him a lot of it

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b19coupe &raquo;</TD></TR><TR><TD CLASS="quote">I would not call that a "nosedive".

</TD></TR></TABLE>

excuse the forwardness of the comment. I'll rephrase.

what do Brad or others believe are reasons for a drop in tq at higher rpm?

just an academic discussion in general not particular to this engine.

if Brad or others don't want to talk about it, I understand.

I find endless posts after a dyno going up for any forum is a bit mind numbingly monotonous and stagnant and not an exchange of ideas. I would ask this question to any person who posts a dyno up that had the same pattern and so please don't take this as anything personal to this particular owner or the builder.

 

Perhaps if you see a map log you will understand more.

That is confidential though.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Michael Delaney &raquo;</TD></TR><TR><TD CLASS="quote">

excuse the forwardness of the comment. I'll rephrase.

what do Brad or others believe are reasons for a drop in tq at higher rpm?

just an academic discussion in general not particular to this engine.

if Brad or others don't want to talk about it, I understand.

I find endless posts after a dyno going up for any forum is a bit mind numbingly monotonous and stagnant and not an exchange of ideas. I would ask this question to any person who posts a dyno up that had the same pattern and so please don't take this as anything personal to this particular owner or the builder.</TD></TR></TABLE>

Thanks for clearing that up Because it sounded negative at first. I hear of many many All Motor guys revving to over 10K but I never see any dyno charts where the power truly is still climbing at 10K nor the torque at that rpm. Turbo cars EASY but not an All Motor set up yet

 

Maybe they run out of air, and cannot move the BMEP to a higher RPM? The resonant tuning of the intake and EX are too long? They wanted some TQ before 7000 RPM?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DonF &raquo;</TD></TR><TR><TD CLASS="quote">Maybe they run out of air, and cannot move the BMEP to a higher RPM? The resonant tuning of the intake and EX are too long? They wanted some TQ before 7000 RPM? </TD></TR></TABLE>

Well for an ALL OUT DRAG motor with some short *** gearing they may never drop below 7k Mr Don

 

Well for all out drag use Motec Exhaust and spike with some R/C car Nitro meth.

Substitute Cosworth Exhaust if truly baller.

 

Therefore? Where should Max BMEP be?


Modified by DonF at 2:38 AM 1/13/2006