Weird...

What about running in 3rd until the dyno results "converge"...

And then...

Doing n runs in 4th until that "set" "converges"

And then, see if there is still a difference?

I think Mike and some others have had that increase HP/TQ by the run... Possible... yes/no/maybe?


?---?

 

i would guess i'm putting down just under 240

 

Mike did it but he had help.
Sandy Eggo is very close to sea level (the more O2 the better: 42 feet above as a matter of fact) and has nice, year-round weather.
Plus, his numbers are high as well, from a "fast batch." Also lightweight SSRs?

 

You guys make it seem like only "our" cars give lower hp numbers when it is hot, i always hear people saying the cl is different because it needs cool weather to run at its best, like all other cars aren't like this...............now if we had a turbo i could really see people exagerating and saying that our car REALLY needs cool air, but all in all most cars run better in cooler weather.

What you could easily could do to find what your hp will be at, at optimal weather is to find a dyno shop that is SAE corrected. I went twice with my local dyno shop with my old GTS and he wasn't SAE corrected and both times it was hot and the 2nd time it was raining.........if it was corrected then it would of properly shown the increase in hp my car had from the 2 runs.

I think Scalbert should go back to the dyno shop about in 4 months and at that point his car will be broken in and it will be much cooler, ill guess around 252fwhp.

 

I don’t know of a car that I’ve ever owned that ran better in warm air. However, I can think of at least one exception: a carburated car with fuel-air set too lean for cold/dense air.

Temperature increase and/or decrease in air density (barometric pressure and/or altitude) kills power. Any one crawling up a hill at 5000-feet in the high dessert will figure that out pretty quick.

Then, there is that old SAE correction that should make “everything” even. Depending on the engine, there are factors that influence how temperature and/or pressure impact HP/TQ numbers. Start with a turbocharged engine; it would be easy to see a number of situations where the altitude would have no effect until a particular altitude. And the lowered air density from increased temperatures at sea level car be compensated for (in “some” turbo applications). What could one say for a setup that was similar to a modern air conditioner, that used the heat of evaporation to cool down the intercooler on hot/dry days? (evaporative cooling with a water mister/slinger)

In our car, we have the dual resonance, Helmoltz resonance plenum. In theory, its operation depends on air density and the speed of sound in air to determine the optimal volume, dimensions, configuration. Since the unit we have is “fixed”, I’m not convinced that it works optimally over a extreme temperature range. Some newer cars are now using continuously variable intake length (based on RPM) and there is no reason that precludes air density calculations to help determine that optimal air intake length (See 745 – and I don’t know if they use air density in their system, but I would bet the variable length induction in F1 cars would do so.

Hey, even the addition of a CAI will impact the intake air temperature change (at the intake) for a given change in ambient air temperature).

Spark ignition engines are generally going to produce less power with more temp. The devil is in the details and the effect is going to be different for each design.


See the comments above. I certainly agree that the SAE correction is a must, but it is a “predictor” for an “ideal” engine. I don’t know of any “ideal” engines. So, it’s helpful for dynos and quarter-mile runs, but there really is more going on.

Just to be clear, I’m not saying that, “Hey, we got the toughest break…” – NO! I am saying that various engine setups will have their power output altered in ways that will not be fully compensated by SAE corrections to “standard conditions”.

The cold weather sure doesn’t seem to hurt the CLS/TLS. Doug of 3.5L liter land, sure seemed to “suffer” from the heat and humidity at the track and the dyno. Too bad we don’t all have rich uncles that will pay for unlimited time in environmentally controlled dyno rooms!

 

He said he didn't have the SSRs on when he got his numbers...

 

Hrmm, 42 feet versus 1070 feet, just a little difference...