First Dyno Run

[BC847]

Well I've finally gotten an "Everything's Working" dyno run completed.

Today's run presents with:

243HP/522ft/lb on straight #2 (Red Curve)

263HP/532ft/lb with water/methanol (50/50) (Blue Curve)



It's interesting how the W/M gain improves as the RPMs go up.
I actually had a run with 266HP but the torque was down by 10 or so ft/lbs.

I'm happy with it considering it's pretty tame fuel-wise compared to most.

This was on a DynoJet 238 at http://www.fastlanemotorsports.us/ (72*F, 6%RH, Barro 29.71, Dew point 1*F), SAE corrected.

[TWorline]

Nice numbers! Do you think that it has anything/everything to do with the cylinder temperatures? Also interesting how the HP went up 20 but torque only raised 10 and not the normal 2 or 3 times the HP gain, anybody have any thoughts?

[TOMTOM]

How mutch 50/50 are you dumping in and at what psi? what kit do u have? at what rpm do you kick it in?
TOMMY IGOSTOKNOW!!!!!

[BRUISER]

NIce.. I knew your truck had more in it..

I am still amazed at how clean your engine is..

[BC847]

How much 50/50 are you dumping in and at what psi? what kit do u have? at what rpm do you kick it in?
TOMMY IGOSTOKNOW!!!!!

I'm running the CoolerMist http://www.coolingmist.com/categories.aspx Vari-Cool system with two 18gph (@150psig) nozzles.

In this dyno run, 30% injection starts at approx 12psig boost quickly ramping up to 100% injection at 17psig boost. (As a daily driver, 17psig to start, and 30psig full on).

NOTE: My manual boost controller limits boost to 38psig. 150psig (pump) minus 38psig (boost) leaves 112psig fluid pressure to be divided between the two nozzles.

I've been told that I'm not injecting enough as it stands. I've never been able to bog the engine with too much flow although I can go through six gallons pretty quick if I dog it.

In my particular install, the 6gal tank, pump, and filter are located in the aluminum tool box in the truck bed (passenger's side). The OEM design 1/4" tubing runs to the drivers side of the bed, into the side of the bed, and down under the truck. From there it runs along the frame to the drivers front fender-well where it comes up just behind the battery. At that point, the line connects to the check-valve and then into a Tee where it splits to the two nozzles.


I'm thinking the OEM design 1/4" tubing is too long in this install and is presenting with notable pressure drop. Further, if I read it right, that check-valve requires 30psig to open and that alone is a BIG pressure drop. I have all ideas the nozzles are not flowing near the rated capacity and most likely are not atomizing very well.

I've a notion to up-size the tubing to at least 3/8" to fix that concern and then modify the check valve.
The goal of the check-valve is to prevent a tank mounted higher than the nozzle from draining into the engine by gravity while preventing boost from blowing back into the W/M system.
In a basic W/M system, this function falls to a standard solenoid valve (won't work with a proportional controller).
My initial thought is to soften the check-valve spring in the hopes of lowering the opening pressure to about five to ten pounds.
A back-up plan suggests using a Hobbs type pressure switch to open a solenoid at say . . . ten pounds boost. That would remove essentially all the pressure drop of a check-valve.

It seems that between the two, I should be able to gain 25psig or more at the nozzles.

NIce.. I knew your truck had more in it..

I am still amazed at how clean your engine is..

I'm pleased with the numbers on straight diesel as I've only got PDR 190 injectors with the usual IP tweaks for additional fuel.

LOL!! I can't stand to work on an engine that leaves black turd on my hands! Wet it with straight kerosene, let soak, thoroughly pressure-wash and fix the leaks! MUCH nicer to play with.


I like how flat the HP graph is.


The transmission's next.

[MMiller]

Must be running an automatic?

My last run had less horse and more torque. Seems maybe your torque convertor should be called a horsepower convertor.

Michael

[BC847]

Must be running an automatic?

My last run had less horse and more torque. Seems maybe your torque converter should be called a horsepower converter.

Michael

Yup. I'm currently running the OEM A518 with a full TransGo kit and the stock Super-Slip TC.
I do have the IP timed at 2mm so that may account for the HP/torque difference.




EDIT: Just completed up-sizing the original 1/4" OD tubing to 1/4" ID tubing. SOTP says BIG improvement! At it turns out, I have about 22 ft of tubing from the pump to the nozzles.

My original install was about 50% plastic tubing with the rest copper. I had two standard compression type connectors for the plastic to copper transitions that had the little brass inserts that further restricted flow.

It's now one piece of 1/4" ID high pressure reinforced plastic tubing from the pump to a Tee fitting just before the nozzles.

While I still can't seem to bog it at 15psig boost and up, I'm pretty sure there's a lot more being injected.

[TOMTOM]

I'AM running a COOLING MIST base kit, 150 psi pump. 6 & 12 gph nozzles boost switch all on at 10 psi. This kit has made a improvement of 4 tenths and 4mph in the 1/4 mile. planning to increase nozzle size asap.
thanks fro the info.
TOMMY

[DLittle]

BC847 Having never been on a dyno with my truck do you dyno in O/D or 3rd ? What would the differance be ?

[BC847]

BC847 Having never been on a dyno with my truck do you dyno in O/D or 3rd ? What would the difference be ?

From what I've read on most of the diesel websites, dyno'ing in OD is preferred as it's closest to a 1 to 1 ratio (I think). I'm guessing dyno'ing in third skews the numbers if not makes the outcome just that much more difficult to cypher.

Keeping in mind, this is actually my second time on a dyno. The first was an embarrassing failure due to me . . . . . well, . . . yeah, . . . . ME!

Anyhoot, it appears the fella runs it on up to about 60 or so MPH and punches it looking for the lowest engine RPM he can go from without the truck downshifting (he's watching the engine RPM on his computer screen).

We thought it best to stop the test at 115MPH as one could see the boost falling off quickly as a result of the IP defueling (3200rpm gov spring).

[Cschafer]

third gear is one to one ratio. Overdrive is prefered because it loads the truck as hard as possible to get the most boost out of it I believe.

[DLittle]

Well I dyno'd ththe truck on saturday and here's the results. Max hp 301/ max torque 538.2. Looks like I need to do some tranny work now. The stock tranny is not liking it.


Dana

[BC847]

. . .. "EDM Injectors" . . .

What kind, etc?

[DLittle]

BC847 The injectors are from new era diesel. They are not much bigger then stock intercooled injectors. Stock injectors are 6x.09 these are 5x.012 over all just a little bigger. These injectors run real clean with just a little haze when cold.