Fun part is no matter how you measure HP then you have to correct it. Your numbers will vary depending on where and how you measure it obviously.
Most common numbers thrown about locally will be from a Dynojet 224 measured at the wheels. You cna look at corrected and uncorrected numbers. Add 15% for drive train loss if you are feeling frisky and need a ego boost for your labors, and a number to compare to Porsche's BHP. Most 911s will be clsoe to the stated BHP#s when measured at the wheels. I heard they raise bigger horses in Germany
You should be right between these numbers from a CIS 3.4 and a 3.0. Although the 3.4 hit 223 hp and 216 torque once it ran in a 5000 miles.
So my guess is 200hp and 190# of torque. Add the 15% for 230hp and 218# Torque at the crank. Although most 3.2 conversions I have seen posted here have been in the 190hp/torque range at the wheels.
At one point I had recorded the dyno info from several dozen 3.0/3.2/3.4/3.5s. But this should give you an idea.
Here is one of the Pelican
98mm 3.2 rebuilds from Pelican and a couple of 3.0 liters ...a search will find you others.
Quote:
Originally posted by emcon5
Just got back from the dyno:
Three runs, essentially the same results each time. I expected more power, but I realize that dyno numbers are a little subjective. On this dyno, on this day, my car made 174HP at the wheels, call it ~205 at the crank.
Frankly, I care less about the power output as I do about the AFR. With 98mm bore and 964 cams I was a little concerned about the stock CIS being able to deliver enough fuel, but ~12.2:1 at 6500RPM is not lean at all, it is a little rich.
I am a little concerned at the RPM figures, I shut down at 6.5K on the tach each run, but their graph shows almost 6800. Looks like my tach may be off.
The dyno place was ATP Turbo in Fremont, 3 runs for $65. http://www.atpturbo.com
Quote:
Originally posted by Noah
Here is a scan of the dyno sheet for my 1977 Carrera 3.0. At the time of this dyno run, my car had CIS injection (with a 2.7 fuel distributor, I later discovered), SSI's, stock early muffler, JE 9.5:1 compression pistons, and 964 cams.
I don't mean to hijack your thread, Tom, just to put up something for comparison.
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Quote:
Originally posted by kstylianos
Tom,
As another comparison, here is my recent dyno chart. 82SC 3.0 liter, 9.8:1 CR JE's, single plugged with Elgin SC330 cams, SSI's and Dansk sport exhaust. The early 80's intake ports and runners were opened up to 36mm. It's interesting to see the max torque numbers and curve are fairly identical and the HP curves are also VERY close. I think this is also an interesting comparison between 964 and SC330 cams.
Your worries were the same as mine...the CIS would not be able to deliver enough fuel to keep the AFR in safe place. Our AFR curves are also quite similar. I'm in the process of smoothing and leaning out the AFR to Steve's recommended 13.2. See enlarged AFR chart below.
BTW: My max advance at Dyno time was close to 38 BTDC (scary). After I brought it back down to stock, there was a noticeable performance decrease.
Keep us posted, this is good stuff.....
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Tom
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Quote:
Originally posted by TonyG
My factory Porsche owners manual indicates that the factory power is 172Hp (crank) for the 1982 USA model 911SC.
This means that the 40mm PMO's, 20/21 cams, SSI, recurved distributor, and 2in/2out muffler are worth a combined total of about 70 crank HP!
205 Actual Wheel HP (SAE is used for comparision purposes)
------------------------
.85
=> 241 crank hp
=> 241 crank hp - 172 crank hp (stock)
=> 69 crank hp (and possibly more) increase over stock
Looks like Bruce Anderson is incorrect in his calculations with respect to the added HP for each modification (which people have quoted).
Thoughts? Corrections?
TonyG
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