3800 Dyno'd the L36 CSC SE today.
- Thread starter beyerch
- Start date
The difference really isn't much, but the reason is easy.
The PCM uses the same shift pattern tables for D and 3. 2 has its own parameters and so does 1(low). I modified the 2 parameters to force 2nd gear so that I could just mash the pedal and not have to worry about down shifts, etc. Made dyno'ing much easier.
The car will be a beast next spring I promise.
The PCM uses the same shift pattern tables for D and 3. 2 has its own parameters and so does 1(low). I modified the 2 parameters to force 2nd gear so that I could just mash the pedal and not have to worry about down shifts, etc. Made dyno'ing much easier.
The car will be a beast next spring I promise.
Yeah its not bad, ESPECIALLY when you compare the differences in the typical power curve to the M90 versus this thing...
Below is a graph of my CSC.
Notice how it comes into power slower than an M90 and it peaks farther out~5800 - 6000 RPM (well still climbing but i shut it down at 6K).
Even though it doesn't hit its peak till way up there look at the next post with the graph of the m90... once it hits its peak, it falls off, WAY off and is under 200HP for most of the top end.
That is why this CSC will take out a lot of "fast" gtp's on the highway.
Anyway, here's the dyno graph for the CSC........
Below is a graph of my CSC.
Notice how it comes into power slower than an M90 and it peaks farther out~5800 - 6000 RPM (well still climbing but i shut it down at 6K).
Even though it doesn't hit its peak till way up there look at the next post with the graph of the m90... once it hits its peak, it falls off, WAY off and is under 200HP for most of the top end.
That is why this CSC will take out a lot of "fast" gtp's on the highway.
Anyway, here's the dyno graph for the CSC........
Now here's a dyno of a 98 gtp with 9" cone, 3.25" pulley, and ubend, stock pcm and everything else......
I apologize as this one is harder to read, but look CAREFULLY at the curve and where the HP #'s are. This thing peaks a lot lower, typical to the M90; however, it then quickly runs out of breath and then you're in trouble as this car falls UNDER 200 HP. Ouch!
I apologize as this one is harder to read, but look CAREFULLY at the curve and where the HP #'s are. This thing peaks a lot lower, typical to the M90; however, it then quickly runs out of breath and then you're in trouble as this car falls UNDER 200 HP. Ouch!
Those graphs are a little hard to view so let me sum this up.
The CSC is peak 249.9 in street trim
A standard (or pretty close) GTP is going to be about 240 - 250 peak.
Now here's the big difference though.
Here's a chart break down between the two
GTP CSC Difference
3500 RPM 200 HP 170 HP GTP +30 HP
4000 RPM 210 HP 180 HP GTP +30 HP
4500 RPM 225 HP 210 HP GTP +15 HP
5000 RPM 235 HP 230 HP GTP +5 HP
5500 RPM 215 HP 246 HP GTP -31 HP
6000 RPM 205 HP 249.9 HP * GTP -44.9 HP
Once the CSC gets the RPMs up, its game over! Also because of the lag on the low rpms, its VITAL to keep the CSC spun up! The better job of that, the better off you are. NOTE : I will be putting in a CRAZY performance shift for this car to keep this thing running (cruising) at a much higher rpm to maximize the power. Gas economy will suffer, but if you've ever cruised around in one and need to do some ass kicking, you'll know my pain! hehe
Another thing to note is that most of the CSC cars are spinning to well over 6500 RPM in order to maximize the top end power. As you can see from the graph there are not many indications of the power falling off on the top end!
The CSC is peak 249.9 in street trim
A standard (or pretty close) GTP is going to be about 240 - 250 peak.
Now here's the big difference though.
Here's a chart break down between the two
GTP CSC Difference
3500 RPM 200 HP 170 HP GTP +30 HP
4000 RPM 210 HP 180 HP GTP +30 HP
4500 RPM 225 HP 210 HP GTP +15 HP
5000 RPM 235 HP 230 HP GTP +5 HP
5500 RPM 215 HP 246 HP GTP -31 HP
6000 RPM 205 HP 249.9 HP * GTP -44.9 HP
Once the CSC gets the RPMs up, its game over! Also because of the lag on the low rpms, its VITAL to keep the CSC spun up! The better job of that, the better off you are. NOTE : I will be putting in a CRAZY performance shift for this car to keep this thing running (cruising) at a much higher rpm to maximize the power. Gas economy will suffer, but if you've ever cruised around in one and need to do some ass kicking, you'll know my pain! hehe
Another thing to note is that most of the CSC cars are spinning to well over 6500 RPM in order to maximize the top end power. As you can see from the graph there are not many indications of the power falling off on the top end!
Those graphs are a little hard to view so let me sum this up.
The CSC is peak 249.9 in street trim
A standard (or pretty close) GTP is going to be about 240 - 250 peak.
Now here's the big difference though.
Here's a chart break down between the two
_______________GTP________________CSC___________Difference
3500 RPM______ 200 HP____________ 170 HP________ GTP +30 HP
4000 RPM______ 210 HP____________ 180 HP________ GTP +30 HP
4500 RPM______ 225 HP____________ 210 HP________ GTP +15 HP
5000 RPM______ 235 HP____________ 230 HP________ GTP +5 HP
5500 RPM______ 215 HP____________ 246 HP________ GTP -31 HP
6000 RPM______ 205 HP____________ 249.9 HP * ____ GTP -44.9 HP
Once the CSC gets the RPMs up, its game over! Also because of the lag on the low rpms, its VITAL to keep the CSC spun up! The better job of that, the better off you are. NOTE : I will be putting in a CRAZY performance shift for this car to keep this thing running (cruising) at a much higher rpm to maximize the power. Gas economy will suffer, but if you've ever cruised around in one and need to do some ass kicking, you'll know my pain! hehe
Another thing to note is that most of the CSC cars are spinning to well over 6500 RPM in order to maximize the top end power. As you can see from the graph there are not many indications of the power falling off on the top end!
The CSC is peak 249.9 in street trim
A standard (or pretty close) GTP is going to be about 240 - 250 peak.
Now here's the big difference though.
Here's a chart break down between the two
_______________GTP________________CSC___________Difference
3500 RPM______ 200 HP____________ 170 HP________ GTP +30 HP
4000 RPM______ 210 HP____________ 180 HP________ GTP +30 HP
4500 RPM______ 225 HP____________ 210 HP________ GTP +15 HP
5000 RPM______ 235 HP____________ 230 HP________ GTP +5 HP
5500 RPM______ 215 HP____________ 246 HP________ GTP -31 HP
6000 RPM______ 205 HP____________ 249.9 HP * ____ GTP -44.9 HP
Once the CSC gets the RPMs up, its game over! Also because of the lag on the low rpms, its VITAL to keep the CSC spun up! The better job of that, the better off you are. NOTE : I will be putting in a CRAZY performance shift for this car to keep this thing running (cruising) at a much higher rpm to maximize the power. Gas economy will suffer, but if you've ever cruised around in one and need to do some ass kicking, you'll know my pain! hehe
Another thing to note is that most of the CSC cars are spinning to well over 6500 RPM in order to maximize the top end power. As you can see from the graph there are not many indications of the power falling off on the top end!
I had a 3.8" pulley and 93 octane. They normally come with a 3.6" pulley, but I asked for a super big one for the street as the car currently is up there in miles and I'd rather not blow it up until I feel like blowing it up. I can run the pullies down to 3.2".
The 3.6" pulley with a few more degrees of timing should be good for another 20 hp, fyi.
Charles
The 3.6" pulley with a few more degrees of timing should be good for another 20 hp, fyi.
Charles
What cam, and spring stiffness are you using in the motors, charles?
Can you really spin a stock L36 up to 6500 w/o float, or does it run stiffer springs? Intense told me to match my shift points to my cam, but I cant help but want to go for a higher rpm with stock springs while I still can.
BTW, are you free sunday the 11th to reprogram my PCM for me at Pictor's shop? I might be PMing or calling you soon.
Can you really spin a stock L36 up to 6500 w/o float, or does it run stiffer springs? Intense told me to match my shift points to my cam, but I cant help but want to go for a higher rpm with stock springs while I still can.
BTW, are you free sunday the 11th to reprogram my PCM for me at Pictor's shop? I might be PMing or calling you soon.
Those dyno's are on a STOCK L36 with 115K miles. I have headers bolted on, but there are zero engine modifications. I'd say it would safely push 6200 maybe 6500, but i'm not holding my breath.
The new engine, will have cam, heads, forged internals, and other good stuff and then we bump up the boost say ... X 2 and add a little dab of nitrous if I feel like it
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