Proper Dyno protocol?
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From: Los Angeles, CA
Proper Dyno protocol? I was wondering how you can ensure your vehicle is tested on a dyno with various mods Correctly/Safely? Variants like: gear selection, engine mod differences (i.e. blower, turbo, N2O), how to spool it up, etc.
Are there any rules of thumb to look out for?
I now there are plenty of dyno savvy owners around here, thanks for your input,
Are there any rules of thumb to look out for?
I now there are plenty of dyno savvy owners around here, thanks for your input,
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what a rush!
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Originally Posted by thechef
tell the operator what is done to the car and what gear you want to be dynoed in and what rpm to end the run at, and tell them any other needed info about your cars set up
Basically, a what to look for guide, before I let someone stomp on my vehicle
not to hijack but I know what you mean. The only two times I have taken my car to a dyno the guys sit around for like 40 minutes trying to figure out where/how to strap it down so they don't cook their straps.
Anyone got any pics of good ways to tie down an LS1 on the dyno?
Anyone got any pics of good ways to tie down an LS1 on the dyno?
Originally Posted by Johnny5
not to hijack but I know what you mean. The only two times I have taken my car to a dyno the guys sit around for like 40 minutes trying to figure out where/how to strap it down so they don't cook their straps.
Anyone got any pics of good ways to tie down an LS1 on the dyno?
Anyone got any pics of good ways to tie down an LS1 on the dyno?
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Thread Starter
what a rush!
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From: Los Angeles, CA
things I was wondering about:
1. If your vehicle is superchared/turbocharged should the dyno operator accelerate different than a N/A vehicle?
2. Should the dyno operator take note of the speed rating on tires and not go over?
3. of 3 runs, is there one that is usually the strongest? which?
4. are there any big mistakes to look out for?
1. If your vehicle is superchared/turbocharged should the dyno operator accelerate different than a N/A vehicle?
2. Should the dyno operator take note of the speed rating on tires and not go over?
3. of 3 runs, is there one that is usually the strongest? which?
4. are there any big mistakes to look out for?
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From: Omaha, NE
Originally Posted by LOnSLO
Cross the rear straps. That way the muffler won't burn them in two.
Thread Starter
what a rush!
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Originally Posted by dynocar
We never use all strap, we use axle strap to axle or outer lower A-arm, as much chain as possible, then as little strap as possible. This way you can't burn the strap and it prevents the vehicle from a back and forth harmonic during pulls caused by the elasticity of long straps. Same thing by not connecting only to the axle or lower A-arms, eliminate the springiness of the car. This prevents the up/down body movement which can cause the same affect. These steps help to prevent the uneven, wavy TQ/HP graph lines often seen which will provide inaccurate information. We replace all straps regularly and double strap (four rear tie-downs) on high HP/TQ applications. EJ
