dyno day 7-8-08
- Thread starter o3sonicbluexlt
- Start date
NYC LS8
Dedicated LVC Member
That sucks. Mine put down 240-ish at the wheels last January. I forget the exact number, it's in my photo gallery.
Who did your tune?
Who did your tune?
lincoln00
Dedicated LVC Member
What kind of dyno, dyno jet or mustang dyno??? there is a difference
lincoln00
Dedicated LVC Member
so what should the 00-02 lincolns put down... doesnt the 03 and up have 280 flywheel from factory... 240 sounds stock
97stscaddy
Dedicated LVC Member
first gen 3.9 makes 250 hp 262 ft lbs stock. Those numbers are about right at the wheels for a stock engine if you figure a 19 percent loss through the drivetrain.
o3sonicbluexlt
Active LVC Member
but its not stock. i have an intake, exhaust and tunes from torrie. i would have thought it would have been higher
97stscaddy
Dedicated LVC Member
How many miles on your car?
o3sonicbluexlt
Active LVC Member
100,6XX miles
ILLS
Dedicated LVC Member
This is a very important question that the OP needs to answer... The result of this may tell allot.
o3sonicbluexlt
Active LVC Member
ummm.... what is the difference between them. i thought a dyno was a dyno. ills, dont you do custom tuning on the sct tuner?
this is the type of dyno they have
Beyond Redline is offering a Dyno experience like no other. To better our customers experience we have just installed a new top of the line Dyno Jet 424XLC all wheel drive dyno. The dyno is equipped with the Eddy Current braking system for steady state load testing available upon request. Customers are able to sit in our climate controlled showroom in comfortable seating. Or overlook the vehicle on the dyno through our viewing window. In addition, customers can watch engine performance via our computer monitor live from the comfort and safety of the showroom.
this is the type of dyno they have
Beyond Redline is offering a Dyno experience like no other. To better our customers experience we have just installed a new top of the line Dyno Jet 424XLC all wheel drive dyno. The dyno is equipped with the Eddy Current braking system for steady state load testing available upon request. Customers are able to sit in our climate controlled showroom in comfortable seating. Or overlook the vehicle on the dyno through our viewing window. In addition, customers can watch engine performance via our computer monitor live from the comfort and safety of the showroom.
NYC LS8
Dedicated LVC Member
What I did after having my car dyno'ed with Torrie's tune was to send a scan of the dyno sheet with the air/fuel ratio so that he could clean it up some. Haven't been back to a dyno since, so I don't have any before/after results.
ILLS
Dedicated LVC Member
Yes, I do.
Well that dyno did have a load cell, but since you didn't know what it was and probably didn't ask about it then they probably used the dyno in regular mode for your pulls. Make sure you call and talk to the operator just to make sure though.
If the dyno indeed was run without the load cell then that would mean your numbers are down quite a bit for some reason. Weather conditions can count for allot here so don't forget about that. If it was humid, hot, or especially hot and humid then the amount of burnable oxygen content in the air is greatly reduced and power falls proportionally.
ILLS
Dedicated LVC Member
Did this dyno sheet have an actual datalog attached to with it from the same exact runs? If not then it would have been pretty damn hard to determine what MAF Ad Count cell he was tuning your AFR's in... Hmm, this sure sounds......."odd"........ I mean he could take a guess basing AD count off of calculated RPM in a given gear but that isn't really accurate.
Not bashing Torrie at all here but I find that very odd if it was performed that way.
NYC LS8
Dedicated LVC Member
Datalog? No. I sent him a scan of the dynosheet showing AFR throughout the RPM band. I sent it to him and asked if this was something he could use to base the tune off of. All I know is I had another tune file an hour later.
Being accurate is kind of hard to do when you tune via email, no? What route would you take?
And I've already posted a thread on what I should datalog to make sure the car is tuned correctly, but apparently that's a "vauge" question.
Being accurate is kind of hard to do when you tune via email, no? What route would you take?
And I've already posted a thread on what I should datalog to make sure the car is tuned correctly, but apparently that's a "vauge" question.
o3sonicbluexlt
Active LVC Member
he said that there was some pinging going on in the motor. i did not hear it since i put the new tune in from torrie. when i first got it, there was really bad pinging. also what is the a/f ratio supposed to be on these things? i am also not knocking torrie at all. when i have called him for help, it is almost an immediate response to my questions/concerns. he does have great customer service
ILLS
Dedicated LVC Member
Datalog? No. I sent him a scan of the dynosheet showing AFR throughout the RPM band. I sent it to him and asked if this was something he could use to base the tune off of. All I know is I had another tune file an hour later.
Being accurate is kind of hard to do when you tune via email, no? What route would you take?
And I've already posted a thread on what I should datalog to make sure the car is tuned correctly, but apparently that's a "vauge" question.
It is not hard to tune via email. Would I tune a forced induction vehicle that way? Hell no, because things are crucial enough where I want to be present to make sure things are operating properly with the vehicle when the tuning is going on. But doing an N/A vehicle that is no problem, especially one that is near stock. Regardless of whether the tuner is there for the datalogging process itself or not does not matter. A log is a log provided the vehicle is driven the proper way to be able to log it correctly and the corresponding PID's are monitored and recorded. If I am tuning the trans shifting then I will be logging mostly different PID's than when I am dialing AFR's in. Going just off of RPM's and AFR might get ballpark, but then again when you are N/A and close to stock you are already in the ballpark with the initial tune so the "finetune" of AFR should be performed while getting a log of such things like MAF Ad counts, Load, RPM, OL Flag, STFTb1, STFTb2, AFR at a minimum. That will allow for finetuning idle, part throttle, and WOT AFR's. The tuner NEEDS to know what particular MAF Ad Count cell he is in before trying to tune the AFR for it. Otherwise it would be like pin the tail on the donkey. Not bashing Torrie in any way but I do question the accuracy of the method he used to finetune the AFR's for your car.
I don't know if I should take offense at your little jab you seem to have taken at me with your "vague" comment or not. A question like the one you posed in that other thread was VERY vague. Like I said in that email to you some months back, what you log for will totally depend on what you are looking for. Are you looking to see how your transmission is tuned, the AFR's are correct, spark advance, Make sure fueling isn't maxxed.... There is more to it then just "What do I log if I want to make sure my tune is good?" You have to be more specific than that otherwise it would be like you asking me for directions to the Sears Tower over the phone but not telling me where you are coming from. I tried to help you with understanding this concept over email but apparently it fell on deaf ears.
o3sonicbluexlt
Active LVC Member
/\ i have no clue what you are saying in that post ills
lincoln00
Dedicated LVC Member
he is saying you need to datalog then tune... and tune trans and engine with two different datalog settings
ILLS
Dedicated LVC Member
The order for a more or less stock-ish car goes....Base tune....log.....retune based off of log data.....log again.....finalize tune and done. With a near stock car like what most LS's are the tune will be able to get dialed in with near perfect AFR's within the first retune after the initial base tune. Occassionally the car will fight and whomever is tuning the car will have to do one more log and retune but I find that the LS hasn't been one of those when it comes to tuning for AFR's. If you REALLY are picky about how your tranny works then that will take some more time with the tuner before you get results that match what you prefer. Most people are pretty similar in how they want the trans to perform in which case the base tune that a competent tuner generates will get very close to what the vehicles owner will want in the end. That is why emailed tunes satisfy most people is because most have somewhat similar tastes in how they want their mildly modded car to perform.
03sonicblue, I apologize for going off on a datalogging tangent. I figured it best to address the question posed by NYC in here being that the question somewhat related to the subject.
Did you by chance confirm with the dyno operator what mode that Dynojet was in when they ran your car? Knowing that will be the defining factor in determining if your car is down on power or if it was the due to the dyno reading itself. Other things that affect a cars ability to make power are weather conditions such as barometric pressure, temperature, and humidity. Elevation above sea level does also. If baro was real low, temp real high, humid real high or you ran the car while it was a few thousand feet above sea level then you could see significant power loss due to that rather than from the mods performed on the vehicle.
TDUB
Dedicated LVC Member
How did you have them send it. I would be interested in doing this, if it actually was effective as Ills was stating