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Dyno'd my 2000 5.3 Silverado this Saturday. Mods are 1 3/4" headers, off road Y, single 3" exhaust, Spectre CAI, e-fan, FTI 3200 stall, 4.10s and my tune. Final AFR was 12.5:1 and timing was 28 degrees. Pump 93 gas
Dyno'd my 2000 5.3 Silverado this Saturday. Mods are 1 3/4" headers, off road Y, single 3" exhaust, Spectre CAI, e-fan, FTI 3200 stall, 4.10s and my tune. Final AFR was 12.5:1 and timing was 28 degrees. Pump 93 gas
Thanks. I thought the torque curve was the best part. The pull started around 2200ish RPMs and it already had 90+% of peak torque. I attribute that to the collector design on the headers I modified. I went with a true merge collector and transition cone on some CalSpeed headers. I think there are pics here on my gallery. Note, this truck is tuned in speed density but the MAF is still in the intake tract. It's just unplugged. Wish I would have gotten a video.
If anyone needs help tuning a truck I've gotten pretty decent at it over the past year. I can help.
I'd be curious if it made slightly more with the MAF/VE combo between 2500-4500rpm. I think it's always worthwhile to keep the MAF if you can and you wouldn't have to have a seperate IAT.
I'd be curious if it made slightly more with the MAF/VE combo between 2500-4500rpm. I think it's always worthwhile to keep the MAF if you can and you wouldn't have to have a seperate IAT.
Eh, I doubt it. It's already in PE mode at that point. And at 2500rpm it's making roughly 93% of the peak torque at 4000 RPM. I don't think anyone would ask for more?
It doesn't matter that it's in PE mode, it's how it see's the airflow into the engine to make proper calculations.
Having both working can make transition fueling much smoother and the MAF is a rather good tool for tuning in the higher RPM's. That's why I said it's worthwhile to keep the MAF if you can use it.
Eh, I doubt it. It's already in PE mode at that point. And at 2500rpm it's making roughly 93% of the peak torque at 4000 RPM. I don't think anyone would ask for more?
On my old 350 Vortec there is a definite difference with and without the MAF. The speed density tune is spot on as is the MAF tables. The way the PCM blends and filters the airflow values helps the keep the fueling even more consistent. The MAF also helps during the transitions.
On my old 350 Vortec there is a definite difference with and without the MAF. The speed density tune is spot on as is the MAF tables. The way the PCM blends and filters the airflow values helps the keep the fueling even more consistent. The MAF also helps during the transitions.
Are we talking about full throttle power or driving in general? The reason I ask is because this thread is titled dyno results of my 2000 Silverado.
10-17-2016, 12:29 PM
2000 5.3 Dyno 235k Miles and bolt-ons
