<3

You're right Correction Factors create consistency. Consistency that ISN'T THERE. Is it so hard to accept the fact that weather changes not only in the same location, but across the world? This "consistency" is only created within the PowerDyne software's simulation of an ideal environment. One which the car is almost never in.

In my opinion, Correction Factors are used mostly by insecure tuners who claim consistency as a justification for the artificially high numbers in which they are truly interested. Try accepting the environment you're in and using the REAL performance figures of the vehicle. People seem to respect this practice more. Of course this can be inconvenient to you, so I understand why you would want to live in this fantasy world that PowerDyne creates.

 

Then you are saying that Buschur's dyno is not what its supposed to read because I have read comparisons about 11-22% lower from Dynojet on the same car.

TTP has not used weather corrected numbers since last year. My 551whp on the HTA86 on meth injection is uncorrected.

https://www.evolutionm.net/forums/7865505-post299.html

 

. .. . your not getting it. Let say I did a pull and I made 300HP, over simplified example, all of a sudden a breeze blows by and cools the air around the dyno by 5-6 deg. now I add 2 deg of timing.. I pickup 25HP.. Without the consistancy that WC gives me, I won't know if that power increase was from the timing or the few degree of temp difference.

In our old shop we had very poor ventilation. Before we got the weather station I could start tuning a car at 9AM be making 400HP by 10AM at 20PSI, then still be making 400HP at 12:00 at 28PSI cause the ambeint temps were 50deg hotter around the car. Then I could let the car sit till evening time when everything was cooler and the car would lay down 490HP at the same boost level.. The correction factors arn't there for the customer to have higher or lower numbers, the correction factors are in place to give the tuner repeatable results in ever changin conditions so that he can determin the ACTUAL effects of the changes being made. Theres nothing wrong with you getting your printout uncorrected. But its very important that the tuner use the corrected data during tuning to ensure an acurate representation of what his changes are actually doing to the car.

You'd really just have to tune cars for a living in an environment where the weather and temps are inconsistant to appreciate the usefullness of weather corrections.

 

How about this, instead of using a dyno to produce a number, use it to tune a car? Mustang software does not have a correction factor other then weather correction, however there are values you can manipulate to get the dyno to spit out higher numbers, there are also ways of calibrating the load cell to accomplish the same thing, as well as make it read lower. Mustang dyno has never been a dyno for "numbers", it is a dyno that has functionality that is a big advantage over inertia (dynojet) for tuning. However, the dynojet is an industry standard for measuring what has come to be accepted as real hp, which is good for comparing any dynojet with any other dynojet in the country powerwise, and I can also see it being a good advantage for marketing.

There is no real mustang vs. dynojet coefficient, since mustang dynos will vary quite a bit. .Also the TUNE as the car reads it will be different on a dynojet vs mustang as used by the factory. (oh no i didn't)

Also weather correction definitely has it's place, especially with NA cars, but I would certainly not use it to compare data to another car on another dyno.

 

^^^ agreed.

 

It varies in uncorrected form based on the weather. I can dyno in the hottest part of summer and the coldest part of winter and get some interesting variations (in one case no variation). That link was posted by Jerry without specific links to each of these examples.

Humidity plays a huge role in power as does temp. I said very clearly what I was told BY MUSTANG when I asked. I talked to them for about an hour in fact, but when you have 5 Mustangs that all read the same and then (at the time apparently...I really dont care what it is now) TTP and Cobb Plano read about like my DJ.

Scott with 710whp uncorrected (on his dyno) in a car that based on his testimony was around 3360 ran 143 on motorcycle slicks. My customer, Big Jesse, ran 141.88 with street tires at 3450 lbs and 708 on a DJ. You tell me.

 

this Especially the first part, use it as the tool it is!

 

Agreed. I am even weary of comparing mustang to mustang numbers over the innernet machine since you never know what the operator is up to, same goes for dyno dynamics.. For bragging rights you have to use dynojet or timeslip, pretty much end of story.

It seems to me the newest fad is now the low number and fast car, like dynojet cars wanting the low number of a mustang or other.. I don't get it but I call it as I see it lol

Here at work we have custom dynomometers built to our specs with custom software, we have cahssis dyno's using selectable flywheels up to 5 tons of inertia, with multiple eddy current devices used in conjuntion, as well as a electric motor to simulate "motoring" or decell backspin to simulate coasting down a hill in gear, all combined with a load cell that has a 16 point cal. curve on both sides of the cell, it takes almost all day to do a full calibration.We are able to use data from this machine to certify power,ect. to epa standards. The regular off the shelf mustang does not have this type of calibration, not sure of dynojet as they are rarely used in this industry, mabye someone can share?

 

Mellon with 703 Dynojet trapped 10.4@138mph on slicks.

MrJDM aka Jimi with 700+ Dynojet here in Kissimmee on a buschur engine, 6765 trapped 137mph.

TTP's Mustang dyno @ 710whp is +6-7mph which equals 50-75whp difference.

Both Mellon and Jimi raced in the humid southeast usa so humidity is comparable.

 

Dyno numbers are nice, but not something to live or die by.

 

I just want to make a few corrections and add some info about my run:

703 awhp on a dynojet and 677 in DLL (road tuning software I use)
10.4 @ 139.8 not 138 but you were close. Also the car was spinning and bouncing so bad in 1st gear I was having to get off the gas and stab it again to regain some shred of traction. I only got 2-3 runs that night and haven't been back since because our track closed for good.

I don't run slicks, I run drag radials.

/end ricer excuses

 

Here are the dynojet numbers uncorrected:

 

/end ricer excuses [/QUOTE]

haha. I like the excuses but at the end people only remember the times and not why the time.


Put a twin in that thing Kevin and make some passes already.

 

I had my car tuned at Boostin on thursday.

I have an 2005 Evo 8 RS
70k miles
Turbo XS MBC
Injen Intake
Injen Upper IC piping
Injen Lower IC piping
Buschar FMIC
Stock Turbo
O2 Housing
Downpipe
Test Pipe to Tsudo Exhaust
AeroMotive FPR
RC 1000CC Injectors
Walbro 255
Metal OEM BOV

It was tuned at 24psi on a mustang dyno and i am wondering what you guys think my hp/trq numbers should be? I wanna see what people guess before i say because i feel like it low on power even though boostins dyno is a "heartbreaker" from what im told.

 

You necroposted to have us guess? It was an interesting read though.

Apparently I used to be a little more of an A-hole.