first some background on the mustang dyno:
section 1)
The Mustang MD250 dyno is a true loading dyno, because it uses an inertia weight as well as an eddy current motor that is attached to the rollers. This eddy current motor creates a drag on the shaft by way of electricity that causes a magnetic field to try and overcome the torque going through the roller shafts. This current is controlled by software that is always trying to simulate load as if the car is driving in real world conditions. The real benefit from the loading dyno is the ability to maintain a load that allows a tuner to properly go through a fuel map or ignition map and tune the chip for optimum horsepower and torque. It has the ability to also simulate the IM240 emissions test as required in some states. It can check 1/4 mile times as well as times for 0-60 MPH and 0-100 MPH. It can also be used for road testing and simulation for drivability problems. As a result of the loading capability, the dyno numbers from a mustang dyno will come out lower than the inertia (dynojet) dyno. Further information can be seen at www.mustangdyne.com
cliffs section 1) mustang dyno is better to tune on, however the numbers are not as high as those from a dynojet.
proof of section 1 can be seen here:
Here is an ITR that was dynoed on a mustang dyno and a dynojet, percent differences are noted in blue boxes.
that should help explain why some numbers i post seem a little low.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
section 2)
some fun pics from the days events
the whole album can be seen here.
me makin sure that bitch works.
tommy w/ the supercharged sol
derek, amy and the barometer
my sol on the dyno
tommy's sol on the dyno
laptops in cars make you that much cooler :woo:
cliffs section 2)
we had a lot of fun !!
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
now for the good stuff.. the results. section 3)
my first run was stopped near 6500 rpm due to such poor fueling and running super lean. that can be seen here. it is the one that drops off abruptly
this is my a/f curve. measured with a wideband which we welded in a port for so it was reading properly.
this is my final pull right before i left. over an hour into the session with about 9-10 pulls on it.
finally, my before/after tuning. my first baseline i didn't count because we didn't even complete it. but this is my second run with very light fuel correction, so i'm using that as my base. then the other one is the final one. I currently have that ROM burned into the car.
i did reach 162 whp on the mustang dyno, but my tq curve was flatter with this one and had a greater area under the curve
overall, i made sure my car will run properly. my a:f ratio is around 13:1 for the power band, with a few dips and peaks that need a bit to tune out. the jagged line from 6-8k can be cured with another half degree of timing and another 1% increase in fuel.
i figure my car will put down just over 175 whp on a dynojet.
once summer rolls around and i get money, i am going to a dynojet to get some higher numbers. but overall i am satisfied.
i gained alot of midrange and my peak change was 8.6 whp just from tuning.
moral of the story:
get a hondata!!!
section 1)
The Mustang MD250 dyno is a true loading dyno, because it uses an inertia weight as well as an eddy current motor that is attached to the rollers. This eddy current motor creates a drag on the shaft by way of electricity that causes a magnetic field to try and overcome the torque going through the roller shafts. This current is controlled by software that is always trying to simulate load as if the car is driving in real world conditions. The real benefit from the loading dyno is the ability to maintain a load that allows a tuner to properly go through a fuel map or ignition map and tune the chip for optimum horsepower and torque. It has the ability to also simulate the IM240 emissions test as required in some states. It can check 1/4 mile times as well as times for 0-60 MPH and 0-100 MPH. It can also be used for road testing and simulation for drivability problems. As a result of the loading capability, the dyno numbers from a mustang dyno will come out lower than the inertia (dynojet) dyno. Further information can be seen at www.mustangdyne.com
cliffs section 1) mustang dyno is better to tune on, however the numbers are not as high as those from a dynojet.
proof of section 1 can be seen here:
Here is an ITR that was dynoed on a mustang dyno and a dynojet, percent differences are noted in blue boxes.
that should help explain why some numbers i post seem a little low.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
section 2)
some fun pics from the days events
the whole album can be seen here.
me makin sure that bitch works.
tommy w/ the supercharged sol
derek, amy and the barometer
my sol on the dyno
tommy's sol on the dyno
laptops in cars make you that much cooler :woo:
cliffs section 2)
we had a lot of fun !!
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
now for the good stuff.. the results. section 3)
my first run was stopped near 6500 rpm due to such poor fueling and running super lean. that can be seen here. it is the one that drops off abruptly
this is my a/f curve. measured with a wideband which we welded in a port for so it was reading properly.
this is my final pull right before i left. over an hour into the session with about 9-10 pulls on it.
finally, my before/after tuning. my first baseline i didn't count because we didn't even complete it. but this is my second run with very light fuel correction, so i'm using that as my base. then the other one is the final one. I currently have that ROM burned into the car.
i did reach 162 whp on the mustang dyno, but my tq curve was flatter with this one and had a greater area under the curve
overall, i made sure my car will run properly. my a:f ratio is around 13:1 for the power band, with a few dips and peaks that need a bit to tune out. the jagged line from 6-8k can be cured with another half degree of timing and another 1% increase in fuel.
i figure my car will put down just over 175 whp on a dynojet.
once summer rolls around and i get money, i am going to a dynojet to get some higher numbers. but overall i am satisfied.
i gained alot of midrange and my peak change was 8.6 whp just from tuning.
moral of the story:
get a hondata!!!
