Maggie Dyno Numbers
06-03-2012, 09:29 AM
#24
Launching!
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Yes it was a mustang dyno...that's crazy that a few people said the same things about the mustang dyno. I still think I'm going to do the 2.6 and re-tune soon. thanks everyone for your input.
06-03-2012, 11:28 AM
#25
Some new Dynojet models allow steady state (are similar loading to the mustang)
06-03-2012, 07:52 PM
#27
they are both quite accurate and precise, they are a precision tool. Of course, some shops neglect the calibration and maintenance and some operators dont understand how they work... its what causes variances, not the dynos. (e.g. would be to use a correction factor on a turbo wastegate controlled engine - you see this lots and its 100% incorrect) The dyno use Formulated Correction from various instruments to gather air conditions. - again, I laugh at people saying ' it was a hot day' yea so? the SAE for example, being one of several correction factors, takes that into consideration and adjusts to the Standard Automotive Engineering standardized factor.(J1349).
You have set a base for your sweet maggie ride...
you can now see what mods in the future alter your curve characteristics or notice the tq / hp increase.
Dynos are not just for WOT runs either... they are very useful in steady state tuning (a very good, tuning method) to squeeze out every hp, optimize throttle response and mpg.
An eddy current dyno, places more of a 'real world' load on the drivetrain and engine. that would be the edge IMO... for tuning, eddy current all the way.
06-04-2012, 12:31 AM
#29
I use the loaded dynojet for my steady state tuning.
09-29-2012, 06:21 PM
#31
12 Second Club
"Outside temp and conditions" does not play a factor as long as a correction factor is being used... thats the whole purpose of a correction factor with the dyno. To include humidity/temp/ambient air pressure. I always laugh at guys that say.. it was a HOT day in the dyno shop..
Learn something new every day.
That's disappointing.. lol
04-02-2013, 12:25 PM
#35
04-02-2013, 02:56 PM
#38
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here is the other style hub:
http://www.pulleyboys.com/store/prod...&cat=37&page=1
http://www.pulleyboys.com/store/prod...&cat=37&page=1
04-02-2013, 02:57 PM
#39
Keep in mind the warm day dyno being completely dismissed by corrected dyno numbers is also a farce. Your vehicle is going to run cooler in motion than it will standing on the rollers. Maggie cars will also have lower IATs. Neither of these is factored in to the "corrected" number on the dyno. Only the humidity,density,temp of the ambient air and the measurable site variables are in the corrected number.
1% gains are seen for every 10 degree drop in IAT (general rule) at 500hp that's 5hp for every 10 degree IAT drop. That's a pretty significant difference and fast.
Now factor in the well known LS motor sweet spot of engine temp in the low 170/upper 160 range and you've got +/- 10-20 hp than what's being displayed on a hot versus cold day.
1% gains are seen for every 10 degree drop in IAT (general rule) at 500hp that's 5hp for every 10 degree IAT drop. That's a pretty significant difference and fast.
Now factor in the well known LS motor sweet spot of engine temp in the low 170/upper 160 range and you've got +/- 10-20 hp than what's being displayed on a hot versus cold day.
04-02-2013, 04:59 PM
#40
Keep in mind the warm day dyno being completely dismissed by corrected dyno numbers is also a farce. Your vehicle is going to run cooler in motion than it will standing on the rollers. Maggie cars will also have lower IATs. Neither of these is factored in to the "corrected" number on the dyno. Only the humidity,density,temp of the ambient air and the measurable site variables are in the corrected number.
1% gains are seen for every 10 degree drop in IAT (general rule) at 500hp that's 5hp for every 10 degree IAT drop. That's a pretty significant difference and fast.
Now factor in the well known LS motor sweet spot of engine temp in the low 170/upper 160 range and you've got +/- 10-20 hp than what's being displayed on a hot versus cold day.
1% gains are seen for every 10 degree drop in IAT (general rule) at 500hp that's 5hp for every 10 degree IAT drop. That's a pretty significant difference and fast.
Now factor in the well known LS motor sweet spot of engine temp in the low 170/upper 160 range and you've got +/- 10-20 hp than what's being displayed on a hot versus cold day.