No worries Zip...least of my concerns, as you can tell.

 

I was going to wait until I had a dyno sheet in-hand before posting an update, but I can post that later.

If you've been following along, you know that back in Sept I broke the 10-bolt Auburn Pro LSD on the 5th run of my first time to the track with the new 383/122hh set-up. After some research and assistance from you fine folks, I acquired a 9.5" 14-bolt with Gov-Loc & 3.42 gears from a 07 Escalade ESV, and eventually got the truck to Rick at Synergy Motorsport. As outlined in my other THREAD, Rick bolted the new rear in with virtually NO modifications (minor mod to get the parking brake cable mounted & connected only), and the Yukon was back in DRIVE mode.

I asked Rick to check a couple items done by the last shop before I picked it up:

A) Confirm that Rick's previous install of the Alkycontrol meth injection was still setup/adjusted properly. And,

B) Confirm that the 2-bar SD tune by the shop that did the 383/122hh install was "safe" and would not cause any undo harm.

Rick did both and found some "fixes" in the tune that netted more power and torque, and most of all, greatly improved drivability! I don't know that this is the "ultimate" tune by Rick as I asked him to ensure it is safe to run baseline track times and dyno numbers but, knowing Rick is the professional that he is, he may have optimized the tune with the current "mechanical" status.

Bottom line is he was able to coax 550rwhp-590rwtq from it as it stands...a good 40hp-50tq over the previous tune. And again, he smoothed out the drivability which is a biggie for me.

So, I will pick it up this coming Wednesday and get it to Infineon for some new 1/4-mile times with the 3.42 gears...and hopefully won't break anything in the process.

At this point, I'm not sure if I will be swapping any more "power" parts. Rick has a perspective on my current set up and what I had proposed (the 8" crank pulley and more aggressive cam), and believes that adding the crank pulley for more boost will create more IAT heat and that the more aggressive cam will accentuate the 122hh inefficiency at filling the cylinders.

I am going to have more discussion with Rick about other alternatives, such as nitrous, to make more use of the air that is already getting into the cylinders...stay tuned for the dyno chart and new 1/4-mile times.

 

Great news! Glad to hear you getting some of that lost power back.

 

The 122 likes to be spun, I wouldn't be opposed to spinning faster

congrats on your excellent results! persistence paid off this time!

 

I thought that the 122 could be spun higher as well, which is why I bought the 8" crank pulley.

I'm currently running a 2.85" SC pulley and only seeing 8lbs peak boost--I understand that this is a function of the engine's efficiency (piston design, combustion chamber & intake port size, etc) but would like to see what happens with more air from the 122hh. In the "interest of science" , I'd like to install the 8" crank pulley kit I bought...and if it is not making good power due to high IATs, I can swap the SC pulley to bring SC speed back down and still have the benefit of running the 8-rib belt, as well as more belt surface on a larger SC pulley.

Anyone have the calculator to figure out the current SC rpm (with oem crank dia and 2.85 pulley) vs. 8" crank with 2.85" pulley?

 

Congrata Colby. I had heard that you made some good power and even better news that thet partial throttle response was greatly improved. I am looking forward to hearing your results from this coming weds!

 

Thanks Bill! I'm a happy camper at the moment. Altho Infineon does have bracket racing scheduled, I likely won't head straight to the track after picking it up on Wednesday...want to get a few miles on it first so I'm thinking it will be Infineon's first SCHEDULED Wednesday Night Drags on March 4.

Any interest?

 

Did Rick dyno your truck with the tune that was in it when it got there? I'm just curious to see how much you gained. If I recall Rick uses a Dynapack dyno which is known to be higher than a Dynojet or Mustang dyno. You may have picked up some dyno numbers just from that change alone. I'm guessing from the change in drivability that there was a decent amount of room in the tune to be improved on though. I'm interested to see if you gain anything in track time if you change the crank pulley. You will gain dyno numbers with the larger crank pulley, but I don't think it'll go any better at the track due to heat.

 

I'm good for a Saturday but those Wed night just kill me Thurs morning I know J "Last Call" and a few other guys want to hit the track real soon.

 

Yeah, the above was realized over the "as delivered" tune--not to swing from his huevos, but having been to several tuners myself, he has consistently provided the most "usable" power and drivable tunes that I have had done. No spitting/sputtering, no too rich or lean...just spot on tunes for me.

As for the dyno itself, Rick made a point of informing that he very recently had Dynapack recalibrate his dyno to reflect the typical Dynojet numbers. He had resisted this for awhile as he does not trip over the numbers and uses them as a tool for accomplishing what he does...but he recognizes that a lot of his customers are "number-centric" so he figured it was prudent to have his dyno read consistent with the most prolific shop dynos.

I am also very curious about the crank pulley results...and I've decided I will do it, for mine and everyone else's edification. Again, Rick has advised against it (and the cam change), and he has a lot of experience that he bases that upon. But it will work out well as if it come out great I'll get an 8-rib in the same 2.85" size, and if it does not I'll get an 8-rib in whichever size brings it back to where it is now. Win-win...

I hear you. With my schedule (2pm-10pm Tue-Wed off) I miss a lot of the events...about the only thing it does work for is the Wed night drags!