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Replace plugs
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I ran,iirc, 258wtq and 275whp but I have a host of bolt-ons.
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Suggestion
I have my dyno graph on another PC, I'll double check later.
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Suggestion
I'm glad you've actually mentioned this as the factory air box with BMC Filter is what I'm currently running but have recently pondered to switching to the Evoms Intake.
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Just got my 2000 C2 back from the shop for baseline tune. Completely stock engine, 68K miles, fresh plugs. Was producing 207 ft. lbs. of torque and 207 whp at 6300 RPM. Now producing 217 ft. lbs. of torque and 236.9 whp at 6300. Since this car is new to me, how does that compare to others experience with a 12 year-old 996? I've read everything from 12% to 15% driveline loss. If you back into crank hp, you would get something like 265-272 hp. That would be something of a 9%-11% loss from the factory 295 hp, no?
1% per year. That seems to be about the same decay rate as me....
Maybe I'm not reading carefully enough, but what changed between the two sets of output numbers? Did you mod it somehow?
In terms of the implied crank HP number, I wouldn't worry too much about it. For one thing, transaxle cars lose less power to the drivetrain than conventional layouts do. And for another, your numbers can be all over the place for this engine depending on conditions and the fuel you're using.
HP doesn'devrade over time. It has nothing to do with the age of the car. If your engine is in good cindition, it wi put down the same figures as when it was new.
Your graph brings up more questions than it answers.
Laws of physics dictate that horsepower and torque always cross at 5250 PRM. If not in your graph, it is not accurate.
On a n/a vehicle you can tweek the fuel mixture, spark advance curve, total advance and possibly functions of cam timing.
I'd like to know what was done to get 30 HP at the wheels? That would be in the area of 45 HP at the crank.
I build and tune motors for a living and owned a '99 996 for 7 terrific years. Sorry, not buying it.
From what I have read and seen, they will cross at 5252rpm only if they are plotted on the same scale and offset (torque in ft-lb and power in hp). The offset seems to be different for the plots. I think its a mistake in the plotting.
I think the thin one was plotted correctly (crosses ~5200), and then superimposed on the thick plot's graph, which might been wrongly offset (baseline is 159.94 ft-lb and 91.5 hp)
OP: I also have a 2000 C2. Tomorrow I'm going to do 3 pulls on a
DynoJet 248
. I'll post my results along with my current mods for us to compare. I bought the car with a remanufactured engine, and I believe it has approximately 35k miles (chassis has 58k). Plugs were changed 2 months ago.
I have all the dyno sheets for POC including several 3.4's. The lowestr 3.4 I've seen was 251 on a Dyno Dynamics machine. Although different dyno react differently, your dyno displays some really weird mood swings both before and after your flash. If that's a Mustang or Dyno Pak then I understand your results a little better but I'd clear all the codes and dyno it again on a Dynojet....
It was a Dynapack. C2 Manual. Here's a clean plot from the data sheets.
I'm looking at the parameters entered into the computer for vehicle specifications. Would any of these setting affect the results?
Wheel diameter in mm: 600 (That's like 23.6 inches which is too short. Should be more like 25.3 inches for a 265/35R18, no? But does that really matter on a dynapack?)
Weight (Kg): 1400 (which is 3086 pounds. Sounds reasonable.)
Drive Ratio: 4.22 (Shouldn't that be 3.44? Not sure what difference that would make.)
Trans C. Factor: 1.0
Gearbox: Manual
Gear: 4 (Shouldn't this have been 5th gear which has a ratio of 1.02 compared to 1.2 for 4th or doesn't that matter?)
I'm realizing how little I know about this subject the more I look into it.... It's a good day when you learn something new.
For Gear 4 seems should of been 4.97. That might explain why your RPM axis is off.
Gear/Cayman S/Cayman S total/911 Carrera/911 Carrera total/% of Cayman S
1/ 3.31/ 12.84/ 3.91/ 15.17/ -18.1
2/ 1.95/ 7.57/ 2.32/ 9.00/ -19.0
3/ 1.41/ 5.47/ 1.61/ 6.25/ -14.2
4/ 1.13/ 4.38/ 1.28/ 4.97/ -13.3
5/ 0.97/ 3.76/ 1.08/ 4.19/ -11.3
6/ 0.82/ 3.18/ 0.88/ 3.41/ -7.3
Final Drive/ 3.88/ 3.88
Other stuff online lists these for 00-01 manual, not sure what years is above.
1st 3.82:1
2nd 2.20:1
3rd 1.52:1
4th 1.22:1
5th 1.02:1
6th 0.84:1
Final 3.55
Mine was done on Cayman S in gear 5 on Dynapak. Used 3.764
George, for comparison, here are results from last Friday. For some reason, the operator chose 4th gear also, even though 5th is closer to the 1:1 ratio.
Three pulls were performed. Each resulted in readings within 1 HP and 3 TQ of each other. Around 6300 RPM, the AFR becomes a bit rich, thus the power begins to diminish. This is all with a stock ECU, approximately 1000 miles of spark plug use, 27386 engine miles, Evoms CIA, Fabspeed mufflers.
The 2000 C2 is rated at 300 flywheel horsepower.
Based on that figure, drivetrain and "wear & tear" loss is approximately 17%.
Not too bad!
257 RWHP x 1.17 = 300.69 HP (flywheel)
7200 could just be the operator lifting. They limit at 73-7400....
Agree with owner that AFR is not indicative of a flash. WHP is right where it should be....
I don't like the look of that graph above 5500. I'd reinstall the OEM air box with new BMC filter, clean or replace the MAF, and clear any codes then dyno it again. In all our shop's 996,997, Gt3, etc. race cars we've found the OEM air box to be superior to any aftermarket unit. This is based on countless hours on the dyno.......
I'm glad you've actually mentioned this as the factory air box with BMC Filter is what I'm currently running but have recently pondered to switching to the Evoms Intake. I guess I'll just stick with my current intake setup. Thanks!
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