mightymouse

correct me if i'm wrong,but you want the dynojet,it measure at the wheels and the mustang at the crank.

EcoBoost

Actually, they are both chassis dynos, but the general consensus is that the Mustang's readings are more conservative, and will (on average) be 5-10% lower than the DynoJet's.

Depending on who you listen to, that is then extrapolated to represent the DynoJet as unrealistically optimistic. Usually, these are the users/owners of non-DynoJet equipment..you can do the math from there

I can say, having used every available commerical chassis dynamometer, that DynoJet results are quite realistic in this segment. Four-cylinder turbo cars are particularly well-suited to accurate results on DynoJet when cross-checked against engine dyno and power-to-weight ratio calculations form 1/4 mile performance. This is one of the reasons I purchased one of the latest DynoJet 224lx (with load control) systems last year. I love it!

c2vette

Hey mightymouse, also got my Hahn IC and associated plumbing on order, thanks for the review. Planning on installing it between Christmas and New Year. I'll do some photos along the way.

HPVOHHR

c2, I think you take the prize for most tricked-out SS so far

Looking forward to hearing about your results!

c2vette

Not quite, but I am working on it! Like your S-10, I had a 1997 V6 5 spd.

EcoBoost

Loved those 4.3L S-10's. We used to use one to haul a 16 ft. enclosed race trailer cross-country
Granted, there was just a dragbike and related support equipment in that trailer, but that S-10 never complained.

We came "this" close to doing a turbosystem for them. Would have been a blast!

HPVOHHR

Machperformance, a small race shop in Michigan, did both a supercharger (ati procharger P1SC) and turbo kit for the later model year 4.3's.

The stock fuel injection system is a real drag on performance though... with 300 WHP being quite a challenge. Amazing that the little 2.0L LNF is putting down the same numbers!

More recently, a few people have been upgrading the fuel injection to a more conventional (and much more tunable) mpfi setup using a modified edelbrock 2114 intake manifold with welded-in fuel injector bungs. I'm hoping to go this direction one day soon.

Here's a link to one fellow's build... his is pretty ambitious, with a t3/t4 hybrid turbo.
linky

/end thread hijack