Or, could it be part of the break in process of the engine?

Bill

> What would happen if the balanced Flywheel and Clutch plate were not
> aligned. Would that be enough cause a vibration? I've had the timing off
> before and it didn't feel like that.
>
> Sheeezzzhh...
>
> Bill
>

 

Or, could it be part of the break in process of the engine?

Bill

> What would happen if the balanced Flywheel and Clutch plate were not
> aligned. Would that be enough cause a vibration? I've had the timing off
> before and it didn't feel like that.
>
> Sheeezzzhh...
>
> Bill
>

 

Or, could it be part of the break in process of the engine?

Bill

> What would happen if the balanced Flywheel and Clutch plate were not
> aligned. Would that be enough cause a vibration? I've had the timing off
> before and it didn't feel like that.
>
> Sheeezzzhh...
>
> Bill
>

 

Nice Post Chris, just got to it.

They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
number on it. They said that part of the machine has no print out
capabilities so they give you their interpretation of the readings verbally.


Bill



"c" <c@me.org> wrote in message
news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> Bill,
>
> They probably didn't get the engine to its peak power RPM. Remember, the
4.0
> head makes peak power at about 4000 RPM. The head doesn't know what engine
> it is sitting on top of. If the engines are approximately the same size,
the
> bore and stroke don't have much effect on the peak power RPM. A long
stroke,
> small bore engine should make more low RPM torque than a short stroke, big
> bore engine. Also, porting a head will almost always move the power band
up.
>
> To explain this to some degree, a cylinder head port by design has a
"sweet
> spot" where it best fills and empties the cylinder. This is basically
where
> your power peak will be. This also works in conjustion with the intake,
> camshaft and exhaust. This is why it is important to match all of the
> components so that they all, by design, produce their peak power at about
> the same RPM. In your case, the head is probably helping a little in the
> lower RPM and will show more improvement as the RPM gets closer to 4000.
>
> As far as the dyno test, if they used a chassis dyno and read the power at
> the rear wheels, then it is rear wheel horsepower. This number is
generally
> about 20-30% lower than the flywheel rating due to friction losses in the
> trans, transfer case, and axle. An automatic trans will usually show more
> power loss than a standard because of the toque convertor and more
friction
> loss internally.
>
> Did they give you a copy of the dyno sheet? If so, look at the number in
the
> BSFC (Brake specific fuel comsumption) column. This will give a good idea
as
> to where the fuel mixture is. The number should be around 0.5 or a bit
> higher for the correct fuel mixture. This basically means that it is using
> .5 pounds of fuel per horsepower per hour. If the number is too high, it
> shows an inefficient engine. This would have also been a good time for you
> to play with your timing to optimize it. Normally, the timing that shows
the
> best power on the dyno will be 2-4 degrees higher than what you should run
> because of temperature, barometric pressure, and load changes in real
world
> driving.
>
> Chris
>
> "William Oliveri" <wuji@bigvalley.net> wrote in message
> news:2hhi42Fco2thU1@uni-berlin.de...
> > The 4.2/4.0 mod should add about 40 horse power due to the porting on
the
> > 4.0L head.
> >
> > I'm not sure how the dyno test works but I think it's at the wheels.
> >
> > Looks like they cut it off at about 3350 rpm.
> >
> > Bill
> >
> >
> >
> > "Tim Vice" <timothy.vice@washburn.edu> wrote in message
> > news:36Msc.67492$iy5.64474@okepread05...
> > > Is the horsepower that you are getting at the wheels, or at the crank?
> > >
> > > What is the difference in the heads to create more horsepower, or have
> you
> > > done some other things?
> > >
> > > At what RPM was the highest horsepower created?
> > >
> > > Just some questions because I'm looking into stroking my 4.0
> > >
> > > Tim
> > >
> > >
> > > "William Oliveri" <wuji@bigvalley.net> wrote in message
> > > news:2hhg59Fd4rv0U1@uni-berlin.de...
> > > > 4.2 block / 4.0 Head.
> > > >
> > > > Results: 124.9 Horsepower. I should have about 160, yes?
> > > >
> > > > Air/Fuel ratio came back a tad lean if anything.
> > > >
> > > > Engine has about 60 miles on it.
> > > >
> > > > Mechanic told me there's nothing wrong with the injectors.
> > > >
> > > > Bill
> > > >
> > > >
> > >
> > >
> >
> >
>
>

 

Nice Post Chris, just got to it.

They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
number on it. They said that part of the machine has no print out
capabilities so they give you their interpretation of the readings verbally.


Bill



"c" <c@me.org> wrote in message
news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> Bill,
>
> They probably didn't get the engine to its peak power RPM. Remember, the
4.0
> head makes peak power at about 4000 RPM. The head doesn't know what engine
> it is sitting on top of. If the engines are approximately the same size,
the
> bore and stroke don't have much effect on the peak power RPM. A long
stroke,
> small bore engine should make more low RPM torque than a short stroke, big
> bore engine. Also, porting a head will almost always move the power band
up.
>
> To explain this to some degree, a cylinder head port by design has a
"sweet
> spot" where it best fills and empties the cylinder. This is basically
where
> your power peak will be. This also works in conjustion with the intake,
> camshaft and exhaust. This is why it is important to match all of the
> components so that they all, by design, produce their peak power at about
> the same RPM. In your case, the head is probably helping a little in the
> lower RPM and will show more improvement as the RPM gets closer to 4000.
>
> As far as the dyno test, if they used a chassis dyno and read the power at
> the rear wheels, then it is rear wheel horsepower. This number is
generally
> about 20-30% lower than the flywheel rating due to friction losses in the
> trans, transfer case, and axle. An automatic trans will usually show more
> power loss than a standard because of the toque convertor and more
friction
> loss internally.
>
> Did they give you a copy of the dyno sheet? If so, look at the number in
the
> BSFC (Brake specific fuel comsumption) column. This will give a good idea
as
> to where the fuel mixture is. The number should be around 0.5 or a bit
> higher for the correct fuel mixture. This basically means that it is using
> .5 pounds of fuel per horsepower per hour. If the number is too high, it
> shows an inefficient engine. This would have also been a good time for you
> to play with your timing to optimize it. Normally, the timing that shows
the
> best power on the dyno will be 2-4 degrees higher than what you should run
> because of temperature, barometric pressure, and load changes in real
world
> driving.
>
> Chris
>
> "William Oliveri" <wuji@bigvalley.net> wrote in message
> news:2hhi42Fco2thU1@uni-berlin.de...
> > The 4.2/4.0 mod should add about 40 horse power due to the porting on
the
> > 4.0L head.
> >
> > I'm not sure how the dyno test works but I think it's at the wheels.
> >
> > Looks like they cut it off at about 3350 rpm.
> >
> > Bill
> >
> >
> >
> > "Tim Vice" <timothy.vice@washburn.edu> wrote in message
> > news:36Msc.67492$iy5.64474@okepread05...
> > > Is the horsepower that you are getting at the wheels, or at the crank?
> > >
> > > What is the difference in the heads to create more horsepower, or have
> you
> > > done some other things?
> > >
> > > At what RPM was the highest horsepower created?
> > >
> > > Just some questions because I'm looking into stroking my 4.0
> > >
> > > Tim
> > >
> > >
> > > "William Oliveri" <wuji@bigvalley.net> wrote in message
> > > news:2hhg59Fd4rv0U1@uni-berlin.de...
> > > > 4.2 block / 4.0 Head.
> > > >
> > > > Results: 124.9 Horsepower. I should have about 160, yes?
> > > >
> > > > Air/Fuel ratio came back a tad lean if anything.
> > > >
> > > > Engine has about 60 miles on it.
> > > >
> > > > Mechanic told me there's nothing wrong with the injectors.
> > > >
> > > > Bill
> > > >
> > > >
> > >
> > >
> >
> >
>
>

 

Nice Post Chris, just got to it.

They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
number on it. They said that part of the machine has no print out
capabilities so they give you their interpretation of the readings verbally.


Bill



"c" <c@me.org> wrote in message
news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> Bill,
>
> They probably didn't get the engine to its peak power RPM. Remember, the
4.0
> head makes peak power at about 4000 RPM. The head doesn't know what engine
> it is sitting on top of. If the engines are approximately the same size,
the
> bore and stroke don't have much effect on the peak power RPM. A long
stroke,
> small bore engine should make more low RPM torque than a short stroke, big
> bore engine. Also, porting a head will almost always move the power band
up.
>
> To explain this to some degree, a cylinder head port by design has a
"sweet
> spot" where it best fills and empties the cylinder. This is basically
where
> your power peak will be. This also works in conjustion with the intake,
> camshaft and exhaust. This is why it is important to match all of the
> components so that they all, by design, produce their peak power at about
> the same RPM. In your case, the head is probably helping a little in the
> lower RPM and will show more improvement as the RPM gets closer to 4000.
>
> As far as the dyno test, if they used a chassis dyno and read the power at
> the rear wheels, then it is rear wheel horsepower. This number is
generally
> about 20-30% lower than the flywheel rating due to friction losses in the
> trans, transfer case, and axle. An automatic trans will usually show more
> power loss than a standard because of the toque convertor and more
friction
> loss internally.
>
> Did they give you a copy of the dyno sheet? If so, look at the number in
the
> BSFC (Brake specific fuel comsumption) column. This will give a good idea
as
> to where the fuel mixture is. The number should be around 0.5 or a bit
> higher for the correct fuel mixture. This basically means that it is using
> .5 pounds of fuel per horsepower per hour. If the number is too high, it
> shows an inefficient engine. This would have also been a good time for you
> to play with your timing to optimize it. Normally, the timing that shows
the
> best power on the dyno will be 2-4 degrees higher than what you should run
> because of temperature, barometric pressure, and load changes in real
world
> driving.
>
> Chris
>
> "William Oliveri" <wuji@bigvalley.net> wrote in message
> news:2hhi42Fco2thU1@uni-berlin.de...
> > The 4.2/4.0 mod should add about 40 horse power due to the porting on
the
> > 4.0L head.
> >
> > I'm not sure how the dyno test works but I think it's at the wheels.
> >
> > Looks like they cut it off at about 3350 rpm.
> >
> > Bill
> >
> >
> >
> > "Tim Vice" <timothy.vice@washburn.edu> wrote in message
> > news:36Msc.67492$iy5.64474@okepread05...
> > > Is the horsepower that you are getting at the wheels, or at the crank?
> > >
> > > What is the difference in the heads to create more horsepower, or have
> you
> > > done some other things?
> > >
> > > At what RPM was the highest horsepower created?
> > >
> > > Just some questions because I'm looking into stroking my 4.0
> > >
> > > Tim
> > >
> > >
> > > "William Oliveri" <wuji@bigvalley.net> wrote in message
> > > news:2hhg59Fd4rv0U1@uni-berlin.de...
> > > > 4.2 block / 4.0 Head.
> > > >
> > > > Results: 124.9 Horsepower. I should have about 160, yes?
> > > >
> > > > Air/Fuel ratio came back a tad lean if anything.
> > > >
> > > > Engine has about 60 miles on it.
> > > >
> > > > Mechanic told me there's nothing wrong with the injectors.
> > > >
> > > > Bill
> > > >
> > > >
> > >
> > >
> >
> >
>
>

 

Nice Post Chris, just got to it.

They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
number on it. They said that part of the machine has no print out
capabilities so they give you their interpretation of the readings verbally.


Bill



"c" <c@me.org> wrote in message
news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> Bill,
>
> They probably didn't get the engine to its peak power RPM. Remember, the
4.0
> head makes peak power at about 4000 RPM. The head doesn't know what engine
> it is sitting on top of. If the engines are approximately the same size,
the
> bore and stroke don't have much effect on the peak power RPM. A long
stroke,
> small bore engine should make more low RPM torque than a short stroke, big
> bore engine. Also, porting a head will almost always move the power band
up.
>
> To explain this to some degree, a cylinder head port by design has a
"sweet
> spot" where it best fills and empties the cylinder. This is basically
where
> your power peak will be. This also works in conjustion with the intake,
> camshaft and exhaust. This is why it is important to match all of the
> components so that they all, by design, produce their peak power at about
> the same RPM. In your case, the head is probably helping a little in the
> lower RPM and will show more improvement as the RPM gets closer to 4000.
>
> As far as the dyno test, if they used a chassis dyno and read the power at
> the rear wheels, then it is rear wheel horsepower. This number is
generally
> about 20-30% lower than the flywheel rating due to friction losses in the
> trans, transfer case, and axle. An automatic trans will usually show more
> power loss than a standard because of the toque convertor and more
friction
> loss internally.
>
> Did they give you a copy of the dyno sheet? If so, look at the number in
the
> BSFC (Brake specific fuel comsumption) column. This will give a good idea
as
> to where the fuel mixture is. The number should be around 0.5 or a bit
> higher for the correct fuel mixture. This basically means that it is using
> .5 pounds of fuel per horsepower per hour. If the number is too high, it
> shows an inefficient engine. This would have also been a good time for you
> to play with your timing to optimize it. Normally, the timing that shows
the
> best power on the dyno will be 2-4 degrees higher than what you should run
> because of temperature, barometric pressure, and load changes in real
world
> driving.
>
> Chris
>
> "William Oliveri" <wuji@bigvalley.net> wrote in message
> news:2hhi42Fco2thU1@uni-berlin.de...
> > The 4.2/4.0 mod should add about 40 horse power due to the porting on
the
> > 4.0L head.
> >
> > I'm not sure how the dyno test works but I think it's at the wheels.
> >
> > Looks like they cut it off at about 3350 rpm.
> >
> > Bill
> >
> >
> >
> > "Tim Vice" <timothy.vice@washburn.edu> wrote in message
> > news:36Msc.67492$iy5.64474@okepread05...
> > > Is the horsepower that you are getting at the wheels, or at the crank?
> > >
> > > What is the difference in the heads to create more horsepower, or have
> you
> > > done some other things?
> > >
> > > At what RPM was the highest horsepower created?
> > >
> > > Just some questions because I'm looking into stroking my 4.0
> > >
> > > Tim
> > >
> > >
> > > "William Oliveri" <wuji@bigvalley.net> wrote in message
> > > news:2hhg59Fd4rv0U1@uni-berlin.de...
> > > > 4.2 block / 4.0 Head.
> > > >
> > > > Results: 124.9 Horsepower. I should have about 160, yes?
> > > >
> > > > Air/Fuel ratio came back a tad lean if anything.
> > > >
> > > > Engine has about 60 miles on it.
> > > >
> > > > Mechanic told me there's nothing wrong with the injectors.
> > > >
> > > > Bill
> > > >
> > > >
> > >
> > >
> >
> >
>
>

 

I don't know where to start....

Please say these fools aren't, A) the ones that sold you the FI system
to start or B) the ones that put the engine together.

Basically what I am saying is they have fed you a big pile of BS.

'Their interpretation' of the mix from a machine that doesn't give mix
ratios. LOL!

Bill, where do you find these people to keep taking your money?

Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's

William Oliveri wrote:
>
> Nice Post Chris, just got to it.
>
> They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
> number on it. They said that part of the machine has no print out
> capabilities so they give you their interpretation of the readings verbally.
>
> Bill
>
> "c" <c@me.org> wrote in message
> news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> > Bill,
<snip good stuff>

 

I don't know where to start....

Please say these fools aren't, A) the ones that sold you the FI system
to start or B) the ones that put the engine together.

Basically what I am saying is they have fed you a big pile of BS.

'Their interpretation' of the mix from a machine that doesn't give mix
ratios. LOL!

Bill, where do you find these people to keep taking your money?

Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's

William Oliveri wrote:
>
> Nice Post Chris, just got to it.
>
> They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
> number on it. They said that part of the machine has no print out
> capabilities so they give you their interpretation of the readings verbally.
>
> Bill
>
> "c" <c@me.org> wrote in message
> news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> > Bill,
<snip good stuff>

 

I don't know where to start....

Please say these fools aren't, A) the ones that sold you the FI system
to start or B) the ones that put the engine together.

Basically what I am saying is they have fed you a big pile of BS.

'Their interpretation' of the mix from a machine that doesn't give mix
ratios. LOL!

Bill, where do you find these people to keep taking your money?

Mike
86/00 CJ7 Laredo, 33x9.5 BFG Muds, 'glass nose to tail in '00
88 Cherokee 235 BFG AT's

William Oliveri wrote:
>
> Nice Post Chris, just got to it.
>
> They gave me a copy of the Dyno sheet but it didn't have the Air/Fuel Ratio
> number on it. They said that part of the machine has no print out
> capabilities so they give you their interpretation of the readings verbally.
>
> Bill
>
> "c" <c@me.org> wrote in message
> news:jUMsc.21102$zn.19115@twister.rdc-kc.rr.com...
> > Bill,
<snip good stuff>