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[OzzieUK]

removed no longer relevant

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[givemeadollar]

Running cooler doesn't mean you will make more power. It means you will not lose power as quickly to heatsoak.

You are nowhere near the limitation of the stock block. Get a return fuel system, E85, and pulley down.

 

[engineermike]

Yea, the cooling mods may not have helped you any on the dyno if the earlier dyno was done with the engine cooled down already.

Either way, and many will disagree, cooling things down when using a PD blower will really just allow more spark timing lead. If you were already hitting a software spark limit, cooling more won’t help it any. Similar to the headers, they’ll get you more spark advance due to cooler cylinder temps, a reduction in pumping losses, but no more airflow.

 

[engineermike]

Forgot to mention I am running Shell V Power here in the UK which is 99 RON which I believe is 91 Octane by US Standards

Many people would be thrilled with 700+ on 91.

What thermostat are you running?

I would love to see some log data on yours, specifically the spark advance and knock retard.

 

[Mantis]

the detail i picked up on is you now have a custom tune. What timing is he running, what was ambient and inlet temp. How much boost are you seeing.

 

[Vert]

I would think you're at your limit with the 91 octane unless you run an additive.

 

[Burkey]

A couple of things. 99 RON is better than or equivalent to American 93.
If you’ve swapped to an aftermarket tune, there’s a good possibility that they’ve set a hard limit to the amount of ignition advance allowable. Eg. You can keep throwing higher octane fuel at it for nought gain. Your 99 RON is already better than anything the tuner is expecting to see, adding Boostane is unlikely to gain anything.

EDIT: My comment above was aimed directly at an aftermarket tune. In the case of the Whipple tune, it will In fact allow the vehicle to capitalise on the higher octane fuel. Some aftermarket tunes will also allow this to happen. You’d need to check the logs to confirm what’s going on. My apologies for any confusion, it was early and I hadn’t finished my coffee. D’oh!

 

[markmurfie]

Not only more peak torque, but reducing the lose of torque from peak to RPM limit from -70ftlbs down to -45 ftlbs. Headers absolutely increase volumetric efficiency. A gain of 50 HP is an increase in airflow from the headers.

To me it looks like you hit a spark limit or catalytic over temp protection and its super rich around 6k. The guy tuning this should be able to explain the wall he is hitting there and give you the best guidance.

If the spark limit is the knock sensors, going to a slightly richer PE at 5500 might keep the sensors happy and allow it to carry the extra torque its making to the higher RPMs and you will see a increase in HP. 730 HP @ 7300 RPM if you can keep the torque up at 525ftlb(lose of 40ftlb from peak) 740hp @7400 RPM if you can keep it up at 525 ftlb up to there. The goal is always to keep torque as flat as possible and let the RPMs create the HP. you could probably pull it up to 8k RPM and see ~750hp on your pump gas fairly easily. Get it to carry the torque up there and you will see 800hp, but that usually takes some exceptional pump gas.

your pump gas looks like it can handle 550ftlbs of torque. If you can get it to flow that much air up at 8k, that is near 840hp... on pump gas and people will start calling you a liar. It takes not adding in all the spark you can around peak engine load and letting it get to the higher RPMs, advanced tuning, no flat timing curves. Taking advantage of the HC and not saying build a LC engine.

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