Ok without turning this into another flame fest by the anti-banks crew, I'm just curious about their torque dyno chart. Why does it look so different from most others that I've seen? For example, I've got to question why both charts start at 1800rpm and not 0, or at least idle RPM's. It looks like if the graph went to a lower RPM they could claim an even higher lb-ft of torque, unless that is exactly where it began to drop.. But looking at how steep it starts dropping there I can't really picture that.


GM claims that the stock duramax makes its highest torque #'s at 1800rpm. Not 2500RPM (as per Banks chart) or 2700RPM (as per Edge's chart).. In the Edge chart it shows it not even making much torque at 1800rpm, whereas it's almost at peak on the Banks chart but not quite.


I'd tend to think that the Banks torque chart is close to correct, due to the peak torque of the STOCK rating being where GM says it is.. Unless GM is full of crap?!? But if this is so, why are all the others' torque charts so different looking in comparison? For example, look at the one that Edge gives us, the stock torque curve is totally different (and the peak ft-lb comes at a higher RPM than what GM states). It makes me wonder if some of these torque charts are just made up in photoshop. Surely there must be an explanation for this, do different dynos read torque in a different manner to make it look that bad?


Damnit I wish they would show the charts from BELOW 1800rpm so that they'd at least be more comparable looking.


http://www.bankspower.com/tr_graphs/sixgun-hp-tq.jpg


http://www.edgeproducts.com/images/hot%20juicetor.jpgEdited by: Camstyn

A thought, not sure if it is the complete answer; GM's torque figures are for the engine alone. The two charts shown above are measured at the rear wheels. So the effects/losses of the drive train (trans, differential, transfer case if 4-wheel drive) are included in these charts. Also, the charts were most likely generated using different dynos, that seems to be a big variable also.


It is unlikely that one would be able to tow using the Banks level 6. I wish they would publish results of a "tow" friendly dyno curve.

Dunno, but most charts that I've seen for ANY modified Dmax resemble the Edge charts much more closely than the Banks.





Could turn out be the surprise box setup of the year, but to me, the TQ curve looks more like a Cummins than a Dmax...





Should have one here to try relatively soon.

Judging by the wording on the dyno sheets, neither of those companies apparently understands the difference between "rear wheel torque" and "engine torque as measured at the rear wheels".

By my calculation, even a bone stock truck puts a minimum of 1100 ft-lbs to the rear wheels. Much more in the lower gears.

That's what I was thinking John, I've never seen a torque chart like that for a duramax. If it makes it feel like a Cummins I'm sold, I love that low end grunt, don't care much about winning drag races or posting top #'s on the dyno. I look forward to reading reviews about this, my trigger finger is itchy but I'll wait until someone else buys it first.

I have not looked over a lot of diesel dyno logs, but I have dyno'd/witnessed about 300-500 cars and trucks on DynoJet chassis equipment. I'm a dynowhore ;)


Why no reading under 1800 - If you dyno an automatic, it will downshift if you hit the throttle at too low of an RPM. You could use a manual instead, but autos are more common. It would be nice to "force" a gear in an auto, but I haven't see a gadget to do it yet. You also have 2 other effects that will will wreck low rpm dyno readings with an auto: Torque convertor slip - will falsely inflate numbers, turbo lag - will falsely deflate reading (which will affect manuals as well).


Looking at those charts it seems to me that someone has increased the fuel delivery more in the low RPM than the high rpm. They have roughly doubled the fuel flow at low rpm, but only increased it 25% at high RPM (or the engine is saturated with fuel and needs more boost).


Please stomp on my toes if you see something wrong, as I am new at the diesel thang. ;)

It is pretty easy to get low RPM readings on a D-Max auto on the dyno. All that's needed is a Tech II scantool. Put the unit in Tow/Haul and select 4th gear with the Tech II. The TCC will lock at about 20 mph and stay locked. This will get you about 1250 rpm on the low side with stock tires upto the rev limiter. Take a look at Nick's (Diesel Power) dyno charts.


http://dieselplace.com/forum/forum_posts.asp?TID=3319&PN=2

It is pretty easy to get low RPM readings on a D-Max auto on the dyno. All that's needed is a Tech II scantool. Put the unit in Tow/Haul and select 4th gear with the Tech II. The TCC will lock at about 20 mph and stay locked. This will get you about 1250 rpm on the low side with stock tires upto the rev limiter. Take a look at Nick's (Diesel Power) dyno charts.


http://dieselplace.com/forum/forum_posts.asp?TID=3319&PN=2





Thanks! That's a good piece of info to have. Is there anything cheaper than a Tech II that can do it? Or even more interesting, can you remap the fuel curves and injector timing with one? Just curious as to what a Tech II can do, and what it can't do.


Is there anyplace I can find out more about the Tech II? Prices, applications, features, etc?

Camstyn,
In order to completely answer your questions, it is important to provide some basic information about chassis dyno testing in general. There are two basic types of chassis dynos; acceleration and load. Acceleration dynos have rolls that are a fixed mass. The drive wheels of the vehicle are placed on the rolls and the test is performed by starting at a low speed and accelerating the vehicle, and consequently the rolls. Power is determined by measuring the rate of change of acceleration. The faster the rolls are accelerated, the higher the power level. Some variations of acceleration dynos will allow weight to be added or removed in order to more closely match the weight of the vehicle being tested, but the principle remains the same. Readings taken from acceleration dynos are sometimes referred to as “flash” readings, because the engine is only run at any given RPM for a very brief moment while the vehicle is accelerated. In the real world, an acceleration dyno can be compared to an acceleration run on a level piece of road.
At Banks, we use a load dyno. A load dyno provides a resistance on the rolls, either electrically or hydraulically. Power is determined by how much resistance is required at any given speed; the more resistance needed to hold the engine at a given RPM, the more power the engine is producing. Readings taken on a load dyno are sometimes referred to as “sustained” or “saturated” as opposed to “flash”. A typical test that we run will begin by running the engine up to a high RPM, at or near redline. The engine is run there for at least 30 seconds to allow all the engine components to reach an operating condition that is fully heat soaked and stabilized. This eliminates any possibility of error from transient conditions. Load (resistance) is then applied to the rolls, bringing the engine RPM down in incremental steps of 100 RPM. Each step is held for 8 to 10 seconds so that stabilized readings can be taken. This is done all the way down to the lower register of the engine RPM band. Some tests will last 3-5 minutes in their entirety. In the real world, this could be compared to towing a heavy load up a hill that gradually gets steeper and steeper.
Now for why the data is only shown down to 1800 RPM. As Diesel Tech mentioned, we do use a Tech II tool to both lock the torque converter, and to lock the transmission in 4<SUP>th</SUP> gear when we are testing on an automatic. This allows us to take all measurements in as direct a relationship between engine speed and the rear wheels as possible. 4<SUP>th</SUP> gear is 1:1, so the output speed of the transmission is the same as the engine RPM. While running our fully saturated tests, we learned something interesting about the turbo on a Duramax. Around 1600 RPM under full load, the turbo goes into surge, a condition that causes power readings to become very unstable.&

things that make you go hmmmmmmmmf?

PeterT,


Great explanation of the differences in dynos and/or testing procedures. Of course engine dynos would see the same thing based upon whether or not you are conducting acceleration tests or doing "steady state" "step testing". I talked about standardizing test procedures for each type of dyno, Mustang, Dyno Jet, Superflow, in a previous post. I was hoping by standardizing the tests we might be able to get a little better evaluation of product testing that everybody here is doing. Yet no one replied.


I don't have any experience with chassis dynos having conducted all of my research on gas engines using a Superflow 901.


What type of chassis dyno do you use?


Other than what you have talked about in your previous post, can you provide us with a detailed testing procedure, so that we may duplicate your type of testing at other facilities. Perhaps setting a standard that other manufacturers will follow? I realize we may still end up comparing apples to oranges but perhaps we can get closer than where we are now.





Thanks in advance,


Guy

Peter, my 1100 ft-lb number was based on overdrive and a 3.73 axle and 20% drivetrain losses. If you're testing in direct drive, i.e. the trans is in 4th gear where it's 1:1, you should get a minimum of 1550 ft-lbs of torque to the rear wheels of a Duramax, and again, that's assuming 20% loss through the transmission and differential:

520 ft-lbs at the engine
x 1 transmission ratio
x 3.73 rear axle ratio
x .80 20% loss
------
1551 ft-lbs at the rear wheels

If you notice, the dyno requires a tach signal before it'll show you torque. The reason is that it needs to understand how much gear reduction lies between it's drum and the engine, so it can calculate the torque at the engine. Which it can then plot, not coincidentally, against engine rpm. That's why torque and horsepower cross at 5252 engine rpm, it's engine torque. If it was rear wheel torque, not only would the number be a whole lot bigger, but it'd cross horsepower at 5252 rear wheel rpm.

You need to do the wheel radius too. ;)

Peter, my 1100 ft-lb number was based on overdrive and a 3.73 axle and 20% drivetrain losses. If you're testing in direct drive, i.e. the trans is in 4th gear where it's 1:1, you should get a minimum of 1550 ft-lbs of torque to the rear wheels of a Duramax, and again, that's assuming 20% loss through the transmission and differential:

520 ft-lbs at the engine
x 1 transmission ratio
x 3.73 rear axle ratio
x .80 20% loss
------
1551 ft-lbs at the rear wheels




You need to do the wheel radius too. ;)


This is only correct with a 24" diameter tire. The 245/75R16 brings it back down to 1200 ft-lbs. If you give up gearing due to larger tires or higher axle ratios, you can just make it up by holding 1st gear longer. Taking axle ratios, transmission ratios, and tire diameter out of the equation makes it simpler to compare apples to apples as far as engine performance goes.Edited by: Amric

Y'all are confusing force at the contact patch with torque.

Torque is the force at a 1 foot radius, regardless of the actual radius of the tire/wheel. That's the units I used.

Force at the contact patch will vary from that number of course, depending on the radius. Smaller than 1 foot will give more force, greater than 1 foot will give less force.

Look at it this way: you can apply 100 ft-lbs of torque with your torque wrench even though it's more than a foot long, right? Torque describes the force at a 1 foot radius, not the radius at which you're applying the force.

IMHO: Who cares about torque of the driveline if you are not considering the tire diameter. I woud either be concerned with engine torque after driveline losses (which is exactly what most people use for comparison), or I would be concerned with the torque that is actually reaching the ground vs. vehicle weight.

Why is everyone dynoing in 4th gear? I know its 1:1 ratio. But dont you want to know what you are putting down in OD, thats what you are running on the street. Will the tech 2 lock the trans in OD so you can get low rpm numbers without downshifting?

Amric, I agree ... Engine torque is the meaningful number, doing it any other way causes difficulty in making comparisons due to variations in gearing. Actually, horsepower is the meaningful number, torque doesn't consider rpm and rpm is every bit as important when it comes to how much torque you can get to the rear wheels at a given speed, but I digress. My point was simply that the nomenclature on the dyno sheets is wrong. That's not "rear wheel torque", that's engine torque as measured at the rear wheels, which is something entirely different. Appears neither company entirely understands what they're measuring with their dyno.

WD, dynoing in the 1:1 gear is more or less a standard method, because generally you get fewer losses through the gearbox in that gear.

Why is everyone dynoing in 4th gear? I know its 1:1 ratio. But dont you want to know what you are putting down in OD, thats what you are running on the street. Will the tech 2 lock the trans in OD so you can get low rpm numbers without downshifting?


A 1:1 ratio is a straight through ratio, and it will yield the highest numbers.


A dyno is a tool, and the numbers are relative. It does NOT measure real world HP, but instead it measures changes in HP. Unless you put the vehicle in a wind tunnel, and match the load to EXACTLY the way the vehicle is on the highway, you are always going to be off some.


The trick to dyno testing is to be consistant - Same fuel, same dyno, same tire pressure, same starting water temp. I can get a car to repeat within ±2rwhp on different days, and ±1 hp on different pulls. It takes attention to detail. Go beat on the vehicle at WOT for about 5 minutes prior to doing any testing.


What you are looking for is consistancy. So when you make an engine change, you can evaluate it honestly. It doesn't matter whether the engine reads 250rwhp or 400rwhp, the number is relative ONLY to your testing, not someone else's.

McRat,


I agree...a measuring tool. Does it matter if its a metric or imperial tape measure? They both still measures changes/differences. Consistency is the key. Will it measure the same thing on the same truck the same way many times with consistency, should be the key question. If not, then the data is useless.

Thank you all for the explanations.. I'm really interested in hearing more about this turbo surge at 1600rpm's now, can anyone explain that? I've never noticed it myself and although at stock power levels, I've run through 1600rpm under full throttle before. How does the surge effect the power output?

I have run no less than 5000 dyno pulls on the D-max both stock and modified and have never had or seen any turbine surges at 1600 Rpm or any other RPM. Yes, we do look for it so I do not know what Peter is talking about! Since Bank's shop is just across town were at the same operating conditions other than during summer time where they are about 10 degrees warmer at there location. I'm sure if it occured GM would have been making changes long ago as a surge will in time break parts! Yesterday I ran 30 + pulls on a 2004 A/T and power repeated with +- 2 Hp from 1200 - 3200 RPM. So maybe it only occurs with the Bank's product installed???

I have a six gun sitting here waiting to be installed. due to the holidays i haven't put it on but will be putting it on a stock dmax (for a fair comparison) within the next week.

I have a six gun sitting here waiting to be installed. due to the holidays i haven't put it on but will be putting it on a stock dmax (for a fair comparison) within the next week.





How much did you pay for it?

Diesel Power,


What kind of dyno?


Care to elaborate on your testing procedures?


Diesel Power and McRat that kind of repeatability is excellent.

[How much did you pay for it?





I can see why you would like to know but is it really any of your business, or mine, or anyone else's besides Nick?

Socal - the six-gun is $625 and the speed loader adds another $99.


Trippin - I have run my local testing at Ken Imler Diesel. He has a mustand load cell dyno capable of running a 40' motorhome. So far I have done my testing doing a 25 second sweep from 30-85 MPH. Allison in Tow/Haul, locked in 4th gear at 28MPH w/ tech 2. I have run each combo an average of 3 times. If i get another ECM i will dyno it on my truck as well as the HOT OJ and TTS so i can run them all again on the same day to be sure enviro conditions don't skew the results.


Camstyn - Thanks man. you are right on the money.


Nick

To help people unstand engine torque vr. rearwheel torque lets look a this. Assuming no driveline loss for ease of calculating we have a truck with 4:1 gear ratio, engine 200hp @ 2000rpm = 525t. We have 525 x 4 = 2100t at 500rpm axle speed on the ground, but the hp is still 200hp. If we put the tach senser on the engine thw dyno will calculate T and HP at the engine. If we put the tach senser on the axle the dyno will calculate T and HP at the axle. torque will change, but HP will be the came.





Robert

That's right. Conceptually, horsepower is torque times rpm, the divide by 5252 is just to scale the number to match what some horse could do a long time ago. So horsepower is the combination of torque and rpm.

Gearing changes the mixture of torque and rpm without changing the total combination. Gear something down, the way our rear axle does (and our transmission in most of the gears), and you multiply torque and divide rpm. But the combination of the two, torque times rpm, stays the same. So horsepower at the wheels = horsepower at the crank, it just has a different mixture of torque and rpm (much HIGHER torque and LOWER rpm).

Crankshaft horsepower is only higher if you disconnect it from the transmission, removing the drivetrain losses.

Torque is the measured "force".


Horsepower is the calculated "rate" at which we apply that force.


Diesel Power,


Thanks for the testing procedure. Any chance we try that six gun on my truck at the Socal dyno meet?

No, the rate is the rpm. Power is the rate times the force.

I haven't seen any surge in my testing either. I will say that most dyno tests done by other mfr's are acceleration type rather than deceleration type. This could be a difference in the shift of the RPM downward.





I typically test going up at a controlled rate of about 12 seconds which is quite similar to what happens in a moderately loaded vehicle.





FWIW, Edge uses a load type dyno for their testing.





As soon as I get my Eddy current electrical issues, and my floor paint is dry, I'll be running some tests, and will try the pull down testing as well.





One KEY thing to remember in all of this: What REALLY matters in dyno testing is same dyno, same day/conditions, same calibration testing. I only claim to have 457 RWHP because I know that I can back that up on most any dyno, and will run just as hard as any out there on a "high scoring" dyno...

One KEY thing to remember in all of this: What REALLY matters in dyno testing is same dyno, same day/conditions, same calibration testing. I only claim to have 457 RWHP because I know that I can back that up on most any dyno, and will run just as hard as any out there on a "high scoring" dyno...


http://dieselplace.com/forum/uploads/64A_Juice_levels_9-26-03.jpg


well, you look to be about 100lbs/ft and 50hp shy on these http://www.dieselplace.com/forum/smileys/Geek.gifEdited by: TurboVinnie

Trippin,


I will plan on bringing the six-gun with me for anyone to try. I'll actually bring everything I have with the exception of my VIN-LOCKED predator...

Woooooooo Dogie !!!!!!!!!!!!!





Mac http://www.dieselplace.com/forum/smileys/HiHi.gif

http://www.dieselplace.com/forum/uploads/FD4_EJ7_stacked.jpg








Nuff said???

Doesn't it actually matter on that paticular days barometric sensor reading and the mathematical correction equation for the day dyno'd ??


I dyno'd Friday on some preliminary issues and the SEA correction factor yielded the lowest numbers that evening .... Standard then uncorrected yielded higher numbers in that order .... Believe it I can back it up ....





Mac http://www.dieselplace.com/forum/smileys/Wink.gifEdited by: Mackin

Edited by: TurboVinnie

No, the rate is the rpm. Power is the rate times the force.




My thought process is: Rpm is the "rate" the engine is spinning. A factor in the equation. Torque is the force. Power is the result of the calculation. Therefore, horsepower represents the "rate at which we apply the force". But.....I've been wrong before. http://www.dieselplace.com/forum/smileys/Big Smile.gif

[How much did you pay for it?





I can see why you would like to know but is it really any of your business, or mine, or anyone else's besides Nick?





What business is it of yours what questions I ask? I wasn't asking you. So if you really think something is none of anyone else's business... BINGO. Take your own advice.


FYI, your original post is asking the same question that "the anti-Banks crew" (whoever that is http://www.dieselplace.com/forum/smileys/Confused.gif ) asked in the previous thread. Sorry if my questions ruffled any feathers, but they were legit questions about ad copy claims not matching dyno graph numbers.


The response I got was personal attacks. I still don't see a direct answer to your question in this thread either. But hey, if you're satisfied with the answers you got, more power to you.


Happy New Year!

The interesting thing regarding correction factors was the difference between SAE or STD corrected data. SAE would take the raw data on that particular day and correct data to a barometer of 29.23 and 77 degrees dry air. STD would correct to a baromter of 29.92 and 60 degrees dry air. Most "engine" dynos always used the STD data because it would give a higher number and flatter the ego. I noticed some years ago on the Mustang data and the Dyno-jet data that all data was corrected to SAE conditions. I questioned both companies regarding the ability to correct for either and I think they began to include them on later versions of software. Superflow does both for sure. I always use corrected data for comparisons because a slight change in air temperature will alter your results if not corrected for.


Not trying to be a smartass here just sharing my experiences. http://www.dieselplace.com/forum/smileys/Big Smile.gif


Hopefully its taken in the right context.


This sight is great and has taught me alot, I'm just tryin to give back.


Edited by: Trippin

Correction factor will vary, and yes, you can have "turbocharged" conditions, or air that is better than the correction baseline. Some people actually make "turbocharged" dyno rooms where they use a smaller exhaust than intake fan to get enhanced performance.


We are at 1200-ish feet here, and run a relatively high humidity most of the time, so our corrections typically add power. Some near sea level can actually lose in the correction if the air is too good...

Here at 5300' SAE always gives a bigger number than STD.

I know the opposite is true near sea level.

We often get SAE correction factors in the 1.20 range. A really cool day might get a 1.15, I've seen hot summer days hit 1.29.

Correction factor will vary, and yes, you can have "turbocharged" conditions, or air that is better than the correction baseline. Some people actually make "turbocharged" dyno rooms where they use a smaller exhaust than intake fan to get enhanced performance.


We are at 1200-ish feet here, and run a relatively high humidity most of the time, so our corrections typically add power. Some near sea level can actually lose in the correction if the air is too good...








Who's a 219 RWHP baseline SEA sound,little over corrected ???


Mac http://www.dieselplace.com/forum/smileys/Wink.gif

Interesting reading if anyone is interested.


http://www.superflow.com/support/cycledyn-theory.html#Factors

The only accepted numbers anymore are SAE. The DynoJet can do several different corrections, but no reputable shop uses anything but SAE.


I went to one shop I usually don't go to (to goof off with the guys) and my HP increased 15rwhp! And the engine was getting knock! (gasser).


Yup. They did the reports using STD.

SAE Corrects to 29.23InHg of dry air, and 77°f





STP (aka STD) Corrects to 29.92InHg of dry air and 60°f (about 4% higher yield than SAE)





Now, the trick is to determine how much a turbo diesel REALLY loses when the air gets soupy. This may just be a winter time project here as it will not be difficult to drop humidity super low and cool one part of the day, and hot and 90% humidity the next. I think that the

MY SAE factor for that run above was 1.088. Guess I could alter my signature to read 496+ w/o gasses but...

From the Superflow site:



<H5>NOTE: A variety of power correction factors exist. They are available from the Society of Automotive Engineers (SAE, STP), the European Community (ECE), the German Industry Standards (DIN), the Japanese Industry Standards (JIS), the International Organization for Standardization (ISO), etc. SuperFlow has selected the SAE, STP, ECE and DIN standards for the default configuration files supplied with your system. Because WinDyn is completely configurable, you may change this to any standard of your choice at any time.</H5>


NOTE Should you prefer to apply a fixed ME of 85%, you will only need to modify the SAE Correction factor calculation using the channel configuration editor.


Wonder how long it will be before people start to alter correction factors to improve performance numbers?





NOTE -- Power correction standards try to estimate what engine power would be under reference conditions. They cannot actually calculate exactly what power output would be. The greater the difference between the ambient conditions during the test and the reference conditions, the greater the error in the estimate. Most power correction standards include limits on their applicability. This limit is typically +/- 7%. This means if the correction factor is greater than (&gt;) 1.07 or less than (&lt;) 0.93, the corrected power numbers are not officially considered to be acceptable, and the test should be performed again under conditions which are closer to the reference conditions.
For private applications this is less of a problem, and the corrected power numbers are still the best basis for comparisons. However, please keep this into consideration when comparing test results obtained under considerably different test conditions.
<H5>NOTE -- Power corrections are only valid for Wide Open Throttle (WOT) tests. You should disregard corrected power numbers for any test performed under partial throttle conditions. The default configurations supplied with the CycleDyn system include power corrections to the following standards: SAE, STP, ECE, DIN.</H5>


The tire pressure will have a more significant effect on the accuracy and repeatability of the power measurement than the tire temperature.


Downforce on the tire. The greater the weight on the tire, the greater the tire deformation and thus the power losses. There is a common misconception that the vehicle should be weighted or pulled down to avoid tire slip on the roll.





After reading all this it's safe to say only compare dyno numbers from the same dyno on the same vehicle on the same day. Everything else is open to interpretation.

I have a six gun installed on my truck. The #6 setting kicks out serious power and the truck runs super smooth. My clutch limits me to the #3 setting when towing my 9000lb trailer. All in all I'd have to say a very well engineered and constructed unit. Now who's going to step up and make a stout flywheel for these trucks. Edited by: MOTO HEAD

I think CPMac has them or at least one on his truck.





Still waiting for my 6 gun setup to test...

http://www.dieselplace.com/forum/uploads/D7C_detector.gif

http://www.dieselplace.com/forum/smileys/HiHi.gif

Trippin


If these guys only knew who you are and what you do. lolhttp://www.dieselplace.com/forum/smileys/HiHi.gif


by the way, Darren said bless your heart and also used the word awesome when i told him you are coming to dyno day.http://www.dieselplace.com/forum/smileys/Big Smile.gif


mike

Mike L wrote:


Trippin


If these guys only knew who you are and what you do. lolhttp://dieselplace.com/forum/smileys/HiHi.gif


I believe there is a private messenger for private messages. Just remember dynos are only one of many tools used to build succesfull products.I have witnessed guys with the highest dyno figures go to the track and get there doors blown off. I have also witnessed people tune all day long on a dyno, only to have there vehicle run like a big pile of junk out on the road. LOLhttp://www.dieselplace.com/forum/smileys/Big Smile.gif

I believe there is a private messenger for private messages. Just remember dynos are only one of many tools used to build succesfull products.I have witnessed guys with the highest dyno figures go to the track and get there doors blown off. I have also witnessed people tune all day long on a dyno, only to have there vehicle run like a big pile of junk out on the road. LOLhttp://www.dieselplace.com/forum/smileys/Big Smile.gif





Bronco,


I agree, I have seen the same thing. A dyno is just a tool. Scientific testing and knowing how to properly interpet the data is the key to getting the most from the dyno. I've had a love hate relationship with dynos for many years. I've been a zero far more times than a hero. The zeros made me think more about what happened and opened more doors of discovery. I'm no expert, just a guy who's been fooling around in the racing industry for a few years. That's in the gas world. The diesel thing is a whole new experience, here I'm just a rookie and I'm grateful to have you guys on this board to discuss and share ideas with.


I'm sure Mike meant well, I agree was probably better in a private message. http://www.dieselplace.com/forum/smileys/Embarrased.gif


Guy

Trippin,


Sounds like you are very familar with Superflow equiptment. I find it facinating that clyinder heads with the most airflow do not always perform the best? It just goes to show that there is somtimes more than meets the eye.

Trippin,


Sounds like you are very familar with Superflow equiptment. I find it facinating that clyinder heads with the most airflow do not always perform the best? It just goes to show that there is somtimes more than meets the eye.





How true! http://www.dieselplace.com/forum/smileys/Big Smile.gif

http://www.dieselplace.com/forum/smileys/Clap.gif

Mike L wrote:


Trippin


If these guys only knew who you are and what you do. lolhttp://dieselplace.com/forum/smileys/HiHi.gif


I believe there is a private messenger for private messages.


Bronco


Aren't you a little testy here? Lighten up guy.http://www.dieselplace.com/forum/smileys/Ermm.gif