Did a Dyno test today

[Ridin'GMC]

Decided to dyno my truck to see where it was power wise and to see what areas I need to make adjustments in the tune. She put down 561hp and 978 lb-ft on a max effort tune with stock tired 280k mile injectors, exergy sportsman cp3, VS racing 80mm billet race cover compound over JZ 63.5 valley charger, studded heads and stock original 280k mile bottom end.

My injectors are definitely returning a wee bit too much fuel as I've popped low rail pressure codes several times towing my 34' toyhauler on a long steep grade uphill. I was actually surprised to see my torque was lower than I expected but in a good way to help my engine last longer. I'm curious what part of the tune factors in increasing more torque, most of my torque levels are maxed out on the soft level side. Not enough fuel? Now I need to decide what size injectors are more suited, 100 overs with my exergy sportsman cp3 or do 150 overs and change to 12mm stroker cp3? I use this truck to do everything from towing to playing around.

 

[TheBac]

Moved over to the Dyno Section.

 

[Bdsankey]

What's your realistic HP goal? 100% or 150% and a 10mm or 12mm would be my personal choice. Your CP3 won't sustain much more than 600-650whp even with an injector change.

 

[malibu795]

Timing and TQ management play big part in when TQ comes in..
Also too much timing kills quickly.

I'd wager your trailer loads your truck better than the dyno did.. as I'd guess you're cruising at 1900-2300 towing

One can squeeze 600+ out of stock injectors.. other hand that's running a lot of pulse width, rail pressure and enough timing to shorten stock rods/crack pistons

~650 is "advertised limit" for the sportsmen CP3

 

[darkness]

One can squeeze 600+ out of stock injectors.. other hand that's running a lot of pulse width, rail pressure and enough timing to shorten stock rods/crack pistons

620/1107 on my stock fuel lb7 with a 475 over stock setup. One of Trent’s first compound kits ?.

 

[Ridin'GMC]

What's your realistic HP goal? 100% or 150% and a 10mm or 12mm would be my personal choice. Your CP3 won't sustain much more than 600-650whp even with an injector change.

Personally, I prefer to shoot for 1k as I feel that is enough for a 7150lb truck loaded with me. Been verified several times at the scale. I was thinking more towards 150% overs with a 12mm so I wouldn't have to run a wide pulse width at that power level and keep my pulse width small as possible around 5-600 hp when towing. I definitely do need to get the 2020+ cooler. I've pegged 250⁰ oil temp quite a few times climbing long grade hills towing my 34' hyperlite toyhauler loaded with 52 gal of onboard water storage, 2 full size quads and 3 dirtbikes. My truck serves as a purpose of somewhat a daily driver and towing for long trips, usually 3 or more hours.

Timing and TQ management play big part in when TQ comes in..
Also too much timing kills quickly.

I'd wager your trailer loads your truck better than the dyno did.. as I'd guess you're cruising at 1900-2300 towing

One can squeeze 600+ out of stock injectors.. other hand that's running a lot of pulse width, rail pressure and enough timing to shorten stock rods/crack pistons

~650 is "advertised limit" for the sportsmen CP3

My timing is somewhat probably a bit too much than what I like to run at, due to trying to clean up the smoke quickly as possible. Spool up is not an issue as it spools fairly quick. I'm obviously maxed out on my pulse at 3200 at 120mm. My issue is the injectors are definitely returning too much fuel since it has 280k stock miles and I've popped low rail pressure codes several times towing my camper on long grade hills on the NY interstate 88 and MA hilly roads trying to maintain speed. I usually cruise at 70 mph which accounts for roughly 2k rpm in 5th gear.

James mentioned on my FB page that he thinks the dyno operator set the load at too high of an rpm and I do think he's right. I did see on the computer board that it reached up to 600 a few times before he set the load on.