Mustang VS Dynojet Numbers
Apr 26, 2010, 07:29 PM
#31
You say that it is easier to turn the rollers on the dynojet but what makes you think that? It is obvious by the numbers that there is more load on the engine since it produced more torque. Did you dyno the car in the same gear on both dynos? I know 4th gear on an AWD dynojet on anything less than 700hp is a LONG dyno pull. That engine is loaded up like crazy.
Apr 27, 2010, 08:49 AM
#33
If its not 13-15% different from a DJ its not what its supposed to read, per Mustang at SEMA this year when I specifically asked them about TTPs dyno.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
Last edited by JohnBradley; Apr 27, 2010 at 02:15 PM.
Apr 27, 2010, 09:38 AM
#34
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I
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
jeff
Apr 27, 2010, 07:54 PM
#36
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If its not 13-15% different from a DJ its not what its supposed to read, per Mustang at SEMA this year when I specifically asked them about TTPs dyno.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
Holy smokes!!!.... Another cigar!!!
Apr 27, 2010, 08:24 PM
#37
If its not 13-15% different from a DJ its not what its supposed to read, per Mustang at SEMA this year when I specifically asked them about TTPs dyno.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
I am not going to link to the dyno correction thread (though it is a good read), but correction factors are only applicable in the following-
Dynojets that will always read the same but might be on different sides of the planet or country.
Mustangs if they read the same (the rest the same) and you are trying to compare 2 similarly equipped cars (either dyno).
I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
Apr 27, 2010, 08:53 PM
#38
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The whole purpose of corrected numbers is to create consistancy between pulls from one too the next and from day to day, high temp vs low temps and so on. You may not realise this since you probably don't tune alot of cars like I do, but lets say you start tuning a car at 10:00AM its 70deg outside, 11:30 comes around and now its 90deg, without correction your numbers will be very different with nothing changed on the tune. So if your tuning a car and trying to see difference in fueling and timing and cam angle and your ambeint temps change even 2-3 degrees the power numbers you are using to base your next change on could be totaly useless. ESPESCIALLY in shops that arn't well ventalated. Just the heat the engine ouputs can easily raise the ambient temps in a shop close to the vehicle several degress in a very short few pulls. Even with fans in a poorly ventalated space you just endup recirculating heated air. So there is a reason for corrected numbers. Without corrections I've seen differences of 30HP on a low boost car, and higher than that on a high boost car. With corrections I get consistancies of 1-2HP from pull to pull even from different times of the day on different days.. Your weather station has to be properly located in an area that will sample atmosphere that most closely resembles what the car is injesting. If its on a wall 40ft away or under a desk or sitting on top of your computer monitor its not going to be as acurate. Anyways, just my 2 cents.
Apr 27, 2010, 09:00 PM
#39
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I've done several back to back tests on multiple of both types of dynos.. Equal correction factors as in both 1.0
Apr 27, 2010, 11:26 PM
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Apr 27, 2010, 11:56 PM
#42
Mustang Dyno * 1.15 = Dynojet.
thats what you need to know.
thats what you need to know.
Quoted from http://www.land-and-sea.com/dyno-tec...horsepower.htm . Also a bunch talk about CFs.
I tried finding the actual printout of SAE J1349 standards, but failed. The SAE website actually wanted to charge me for the pdf of the standards
Apr 27, 2010, 11:59 PM
#43
LOL, another great quote from the link above.
"There are, and always will be, unscrupulous competitors who advertise inflated horsepower gains by manipulating the correction factors, however they are eventually exposed at the races where it counts to the customer."
"There are, and always will be, unscrupulous competitors who advertise inflated horsepower gains by manipulating the correction factors, however they are eventually exposed at the races where it counts to the customer."
Last edited by Boosted Tuning; Apr 28, 2010 at 12:01 AM.
Apr 28, 2010, 12:47 AM
#44
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The whole purpose of corrected numbers is to create consistancy between pulls from one too the next and from day to day, high temp vs low temps and so on. You may not realise this since you probably don't tune alot of cars like I do, but lets say you start tuning a car at 10:00AM its 70deg outside, 11:30 comes around and now its 90deg, without correction your numbers will be very different with nothing changed on the tune. So if your tuning a car and trying to see difference in fueling and timing and cam angle and your ambeint temps change even 2-3 degrees the power numbers you are using to base your next change on could be totaly useless. ESPESCIALLY in shops that arn't well ventalated. Just the heat the engine ouputs can easily raise the ambient temps in a shop close to the vehicle several degress in a very short few pulls. Even with fans in a poorly ventalated space you just endup recirculating heated air. So there is a reason for corrected numbers. Without corrections I've seen differences of 30HP on a low boost car, and higher than that on a high boost car. With corrections I get consistancies of 1-2HP from pull to pull even from different times of the day on different days.. Your weather station has to be properly located in an area that will sample atmosphere that most closely resembles what the car is injesting. If its on a wall 40ft away or under a desk or sitting on top of your computer monitor its not going to be as acurate. Anyways, just my 2 cents.
I still like Aarons idea of a 75* (or whatever "correct" temp the correction factor thinks it should really be) bubble surrounding our cars every day, every hour.
Hey but at least the printed numbers are the same right?- Bryan
Last edited by GST Motorsports; Apr 28, 2010 at 12:54 AM.
Apr 28, 2010, 01:41 AM
#45
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I cannot tell my car to run corrected numbers at the track just because its 80-90* out and not 65*. It runs what it makes uncorrected and anyone that clings to corrected numbers because it was hot out or excessively cold has a small dick and needs to get over it. It will only be as fast as it will be at a given level and if its not enough turn it up or take it to a better (read cooler and denser air) track.
I stated that when you go to the track you are using uncorrected numbers not corrected and fake numbers. Then they argued that you could compare the numbers better with the CF on. But if you have 400 uncorrected and the next person beats you, it doesn't matter if you claim 480 or 400, you still lost.
Like many have said, a dyno is a method of tuning nothing more, nothing less. It shows you how much you started with and how much you GAINED. Dyno numbers are for Supras and srt4s, not Evos. We brag at the strip and they brag about a number and if only they had traction...