Something to think about next time you dyno...

[Cummins]

The eshaust pipes were touching the hold down straps and they melted through.

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1999 EXT. Cab Long bed, auto trans. 3.55 rear end 4X4
Vulcan 1/2" Big line kit, relocated pump to frame. Fuel pressure guage mouted next to radio. Stage 3 Jammers . 4" dual exhaust.
00 Red Trans Am WS6. 6spd T-tops, Borla exhaust, Hurst shifter
98 Black Z28 A4 SOLD

[DavidTD]

I had heard that but from the video it looks like it has headers and the collectors stop about the front windshield. I guess there were pipes connected I can't see.

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David Dunbar
1998 2500 QC 12v

[Monster Truck]

That was really close. good reflects on the drivers part.

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95 Ext Cab SLT, Loaded, built 5spd with hurst, 3.54s, Leveled 4'' Lift 35'' Toyos, optima redtops, 4'' Straight into a 5'' bed kit with 6'' Mitres, Protech, Super B 57/66/14, Stage 2 Sticks, 3GSK, #60 Valve Springs, Stage 2 clutch, BHAF, Plateless, Boost and EGT on the pillar fuel pressure on the colum.

[Jakey's'01H.O.]

about the dynoing on the ground/in the air, obviously a mobile dyno would be in the air...and a shop/permanent dyno would be on the ground...now the QUESTION: which is more accurate a mustang, or a dynojet???

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'01 ETH/SO VP.
[HOLLAND COURT DIESEL PERFORMANCE. COALTRAIN IS THE SH$T

[Radio Flyer]

Originally Posted by Jakey's'01H.O.

...now the QUESTION: which is more accurate a mustang, or a dynojet???

LOL, the great debate. Well, since this is all open to suggestion, here goes:

IMHO a load-bearing dynamometer is going to deliver a more real-world representation of what an engine's or vehicle's specific output actually is. An inertial dyno can be a great acceleration tester, but from personal experience with both, the added benefits of a longer test session, more variables to 'tinker' with, and the fact that the engine/vehicle is actually being put through more paces and worked harder, makes the load-bearing dyno's my personal clear cut favorite.

Just my two cents....



Dan-

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Mes chers frères, n'oubliez jamais, quand vous entendrez vanter le progrès des lumières, que la plus belle des ruses du diable est de vous persuader qu'il n'existe pas!

And like that, he's gone...

[DieselDood]

Originally Posted by Jakey's'01H.O.

about the dynoing on the ground/in the air, obviously a mobile dyno would be in the air...and a shop/permanent dyno would be on the ground...now the QUESTION: which is more accurate a mustang, or a dynojet???

I've seen a few Dynojets that are above ground.

[DavidTD]

I think there are some great features available not only in loading dyno's, but also available in all dyno's. Mustang vs Dyno Jet, Loading vs inertia, and a ton more will always be debated.

A dyno is a tool used to measure current performance and performance changes. To best see performance changes, you need consistant data. I believe dyno to dyno, none is better than a dyno jet. I believe some other loading dyno's could be as accurate, but only with operators that care to make it so.

Current performance is what you did this time on the rollers. After you have established same set-up, same result from consistant runs, you can see gains and losses.

Where people don't like inertia is because the runs require a responsive set-up. Turbo's must respond. Laggy turbo's will not have enough time to spool.

The purpose of the tool is to achieve better performance. In my case, we use it to test the race trucks. After a change is made, I want to see the gain (or loss) before I go to the track. I calculate each truck before it goes there and so far we nail it over and over. MPH on a drag strip is HP. Using weight and mph you can calculate estimated HP. So then you can use HP and weight to estimate MPH correct?

My truck dyno'd 460hp. It is 7000 pounds certified. It ran 99 mph in the 1/4 mile, which I predicted. That calculated to 461hp.

The complaint for inertia style are that they can't load the truck enough to see the power. You don't see full boost etc. So I have questions to those kinds of statements.

At what point does load matter? How much is enough? The dyno Jets provided about 4k pounds, do we need 6k?

If the different load matters between 4k and 6k, then I can take a motor out of a 4k truck and put it in a 6k truck and it will perform better? Or I can put it in a 2k truck and it get worse?

If it's not load then it must be time. The Dyno Jet is allowing the engine to rev too fast to put a load on it and work the turbo's? Could be.

If we want response, that means turbo's that spool well. But I do agree that time can prevent seeing full boost on a dyno jet. But does it mean HP?

So lets look at Darren's truck and put the picture together.

At 650hp on my Dyno Jet, he runs 120mph trap speed. That calculates to 655hp.

His 1/8th mile will be about 7 seconds flat at 100 mph. He will go into 4th gear at about 90 mph.

The 650hp run takes 3 seconds from 75mph to 121 mph. 15.1 mph per second.
His track run from 100 mph to 120 mph will take 4.5 seconds. 4.44 mph per second.

Dyno boost 65 psi, track psi 100.

So we do know more time equals more boost.

But response will be measured in the most important place of a street truck and drag truck. When you take off. In a drag truck it might gain 4.44 mph in the LAST 660ft, but in the 1st 660ft it gained 100 mph. or 14.28 mph per second. And that is through 3 gears.

Do you know what his boost is in the lower gears on the track? Right around 65 psi.

IMO - if you can make good hp on a dyno jet, it makes for the best street driven truck around. It also, for us anyway, makes the best drag racer. That could change, but so far I test the readings vs calculations over and over and they seem to be on target.

Find the dyno that works for you. When it comes to dyno events, remember your truck will be competing on the same dyno and you'll see how you stack up against the competition on THAT dyno. Most of all, have fun and listen to what the dyno is trying to tell you.

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David Dunbar
1998 2500 QC 12v

[ndurbin]

I remember a simlar post like this over at the TDR (believe David and another dyno operator were involved in the discussion). Basic thing I learned, inertia dynos are good for acceleration/drag racing setup where a load dyno would be good for towing/sled pulling setup.

I think it would be interesting to line up a mobile interia dyno and a mobile load dyno for the same day/time...........pick a truck and run back to back series of runs on each dyno just for kicks to see the differences.

My #s where on an interia dyno, BTW.

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http://img.photobucket.com/albums/v3...tinb4k/New.gif


1994 2500 Reg. Cab 4x4 SLT Laramie CTD/DTT 330hp/765trq - Work Truck
2002 Ford F150 Super Cab - Daily Driver

[2fishornot2fish]

Very lucky guy. There could have been some injured and the car could have had alot of damage. Neat video though

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01.5, 6 speed manual, 3/4 ton, Linex, 4" Rip Rock 4", tinted windows, Isspro:EGT, Boost, Fuel gauge, AFE Stage I, 3:55 gears, SMARTY