dyno numbers

[dazedandconfused]

I figured you were over 1000ft. Pounds of tq.

[oldestof11]

I just got back from drag racing. According to the CompD Calculator:

E/T (15.991 ): 240 RWHP
MPH (82.44): 228RWHP

I did this with a broken AFC line too.

[BC847]

I hate it when a dyno operator refuses to allow the truck owner to run the truck. Too many gasser types can't run a diesel (spooling). Stupid turbos come to full-song AFTER the darn power peaks.

[Tsbourne09]

How come you get so many diff ratings? The dif colored text. 93 static ksb f/p 12 meth... What is all that?

[BC847]

How come you get so many diff ratings? The dif colored text. 93 static ksb f/p 12 meth... What is all that?

The different colored graphs represent different dyno runs. The point is to repeat and confirm a given power level.

That one blue graph that shows a reduced power level represents what the engine puts down without the KSB energized. It would be accurate to say that's what I normally drive around town with.

Those notes are actually from earlier this year when I was at the same dyno doing some IP timing tuning. In this case, the dyno operator failed to wipe those notes from this dyno-day event.

It's come to my attention a high number of other dyno-day participants were NOT happy with the way this guy was running their trucks. Like shown in my plots above, he couldn't wrap his head around the notion you need to load the diesel and load it early (low engine rpm) to properly spool the turbo(s). Theirs, like mine, show the power levels well after their associated peaks. As you may very well know, the VE typically has a torque peak around 1800 ~ 2000 engine rpm for example.

[KTA]

It is a dynojet dyno. It only is a weight. That means you can't apply a load with it as you are merely accelerating a mass to determine the power. That is one of the reasons it is highly repeatable. You can drag the truck brakes to produce a load but it is hard on the truck brakes, isn't repeatable, and doesn't show how well a engine spools. It will effect your torque number but not your hp so most dyno operators don't do it.

[BC847]

You can drag the truck brakes to produce a load but it is hard on the truck brakes, isn't repeatable, and doesn't show how well a engine spools. It will effect your torque number but not your hp so most dyno operators don't do it.

Those plots shown are with riding the brakes and building boost to approx 15psig, then start run. At the track, I'm all over 20psig when the lights come down.

Wayne was having an issue with keeping it in OD while building boost, while trying to stay below 40mph on the speedometer resulting in the 2200rpm starts. He ended-up making the runs at about 45mph. (I've got my TPS shaft connector thing pulled out so the PCM thinks the engine's idling all the time. The TV cable is well tightened at it's mount. . . I think ... I can't remember . . ?).

[danc]

Hate to miss out on anything, did you do anything else to gain 100hp between those runs besides the ksb swith? What is your current turbo, cam, and injector setup? I would love to get to your power level with mine!

[BC847]

Hate to miss out on anything, did you do anything else to gain 100hp between those runs besides the ksb swith? What is your current turbo, cam, and injector setup? I would love to get to your power level with mine!

The way I understand it, with energizing the KSB, We're placing the injection event timing to it's most advanced position (assuming the fuel pressure keeps up stuff). Earlier this year, at this same dyno, I spent about two hours trying different IP timing settings. That shown above represents the best with the KSB on.

I also run the M&H timing advance spacer. The way I understand it, it allows a larger dynamic timing range as compared to the stock/OEM profile. I don't know that it advances to the full extreme itself however. I think it also allows a much lower timing advance range start-point - - - - with the static timing set the way I have it. As it stands, I'm two teeth forward on the gears with the IP and gear-case marks very close to one another.

I've recently started goofing around inside the IP. Nothing major by any stretch as I still haven't pulled it from the engine. I did find some more fuel so the above doesn't count anymore.

Free flowing cold-air, HT3b/S362/14, big Hellman IC, ported head, Hamilton 181/210 cam, springs & push-rods, balanced 6x0.016" EDMs, custom SunCoast NON lock-up converter, etc.

[cstalnaker]

Dyno Dynamics dyno. 327/700ish. I wouldn't suggest paying 80 bucks to get on this dyno. You can't drive and I just didn't like how they worked. Everybody that was on that dyno yesterday was about 70hp low.

[oldestof11]

I was reading on CompD anywhere between 50 to almost 200hp difference...

So you could have a 400hp rig right there.

[cstalnaker]

That would be fantastic. I want to get on another dyno to see what it says.

[Farmboy92_2009]

hey C, switch your charger in your sig your baby turbo grew up still runnin the 64 i presume?

[cstalnaker]

I do need to change that. I am running the 64 now.

[1bad93]

my old numbers from the last time i dynoed(about three years ago).at the time was hx35/40 hybrid, pod injectors, metal collar still intacked on the pump,timing to the head,sb clutch.
287 hp
637ftlbs

and video of the run