Big Slice of Reality Pie., 2056 D-jet Dyno run Options

[Olympic 914]

Just got back from having the teener run on a Dyno.

Good and not as good as I expected.

Was hoping for at least 100 Hp, didn't make it.

This run was on a Mustang Dyno, allegedly a Dynojet Dyno reads from 12~15% higher.

First the good.

Runs were extremely consistent. the three runs printed pretty much right on top of each other.

Torque was way up there above 95 tq from 3000 to 4500. with no real dips.

HP numbers were very consistent with a nice smooth line from 2000 to over 4500

Now the bad

Max HP was only read at 88 Hp and max torque was 100.

If I add the 12-15% it comes to 100 Hp. But it is what it is.

Build is

2056 D-jet, Heads by HAM RS+, 8.6 comp. Raby 9590 cam, SS HEs with Triad muffler. I Have adjusted the MPS to what seems to run best for this car.

This car runs great and I just wanted to know what it was putting out, Not really planning to try to tune it for more power. Reliability is the key. and I am so far happy with that.

Dyno sheet added (Date/time is wrong, 5/06/21 8:35am)

[iankarr]

I'm also in the torque over HP camp. And my current build seems to be very similar to yours...HAM heads, 9590 cam, 96mm KB pistons. Main difference is that I've decided to ditch (or try ditching at least) the D-jet and am going with the new turnkey EFI kit that PMB is developing. I've personally witnessed dyno results of that system installed on a stock 2.0 car getting north of 115 HP and 120 lb-ft of torque. The thing that tipped me over into going with modern EFI is the ability to dial things in with much greater precision. That, and the MPS is a mystery to me (IMG:style_emoticons/default/wink.gif). Hoping this system gives me every last ounce of power, better fuel economy and engine longevity. Will report back once it's in! Meantime, maybe @eric_shea can chime in with more info.

[Eric_Shea]

I'm also in the torque over HP camp. And my current build seems to be very similar to yours...HAM heads, 9590 cam, 96mm KB pistons. Main difference is that I've decided to ditch (or try ditching at least) the D-jet and am going with the new turnkey EFI kit that PMB is developing. I've personally witnessed dyno results of that system installed on a stock 2.0 car getting north of 115 HP and 120 lb-ft of torque. The thing that tipped me over into going with modern EFI is the ability to dial things in with much greater precision. That, and the MPS is a mystery to me (IMG:style_emoticons/default/wink.gif). Hoping this system gives me every last ounce of power, better fuel economy and engine longevity. Will report back once it's in! Meantime, maybe @eric_shea can chime in with more info.

The one Ian rode in and witnessed on the dyno was a VEMS based system. Our new systems will use the MicroSquirt IC. Jimmy Buchanan a.k.a. stratplayer here is the first install of this system and he was fire in the hole yesterday. Our first customer install systems are going out to Mike Ginter and Ian for evaluation later this month.

Vic Ciecys and Greg Wood both pulled 104-106hp at 4300 ft. The equivalency of around 115 hp at sea level. The real beauty of these systems comes in the program ability, drivability and perfect AFR. Engine temperatures both oil and head or another extreme benefit. In both cars we’ve yet to see over 300° head temperatures.

Basically all stock components are retained. Starting with the air cleaner, the throttlebody, the intake runners and the injector rails. The cars get a new Bosch TPS, a new air intake sensor, new injectors, and an O2 bung needs to be welded to your muffler. The distributor is replaced with an optical unit with a DIS/WSD mounted on top of it. Besides the welding of the bung, which can be accomplished by a semi competent welder or a local muffler shop, everything is plug-and-play.

I’ll keep everyone posted as we reach full mfg capacity.

[DRPHIL914]

I'm also in the torque over HP camp. And my current build seems to be very similar to yours...HAM heads, 9590 cam, 96mm KB pistons. Main difference is that I've decided to ditch (or try ditching at least) the D-jet and am going with the new turnkey EFI kit that PMB is developing. I've personally witnessed dyno results of that system installed on a stock 2.0 car getting north of 115 HP and 120 lb-ft of torque. The thing that tipped me over into going with modern EFI is the ability to dial things in with much greater precision. That, and the MPS is a mystery to me (IMG:style_emoticons/default/wink.gif). Hoping this system gives me every last ounce of power, better fuel economy and engine longevity. Will report back once it's in! Meantime, maybe @eric_shea can chime in with more info.

The one Ian rode in and witnessed on the dyno was a VEMS based system. Our new systems will use the MicroSquirt IC. Jimmy Buchanan a.k.a. stratplayer here is the first install of this system and he was fire in the hole yesterday. Our first customer install systems are going out to Mike Ginter and Ian for evaluation later this month.

Vic Ciecys and Greg Wood both pulled 104-106hp at 4300 ft. The equivalency of around 115 hp at sea level. The real beauty of these systems comes in the program ability, drivability and perfect AFR. Engine temperatures both oil and head or another extreme benefit. In both cars we’ve yet to see over 300° head temperatures.

Basically all stock components are retained. Starting with the air cleaner, the throttlebody, the intake runners and the injector rails. The cars get a new Bosch TPS, a new air intake sensor, new injectors, and an O2 bung needs to be welded to your muffler. The distributor is replaced with an optical unit with a DIS/WSD mounted on top of it. Besides the welding of the bung, which can be accomplished by a semi competent welder or a local muffler shop, everything is plug-and-play.

I’ll keep everyone posted as we reach full mfg capacity.

Eric please keep me in mind for this. It would be cool to have my car on a dino before with my D-jet , then after the update for true comparison. While my car now runs nice, you can feel its power curve is less than it could be, and flat , for the lack of a better term. but if i am pulling 80 or 90, and were able to see even 110hp with 120torque, thats going to be felt , but also seen in some A/X numbers.
i have one question: can the 123ignition distributor be used in this application?
for me it seems just having a better adjustable curve would improve these numbers, and this model is before they had the bluetooth option for d-jet., oh btw i have Ben's muffler with O2 already.
do you preprogram settings and curve based on your current testing and research?

@Eric_Shea

thanks, Phil