I'd really love to see you guys do a podcast or dyno video with ddp and talk injector nozzles. Seems like with their new pilot stuff and the power jets from you guys there is a lot of tech coming out
I think sometimes you might want a shift spike. I am pretty sure on nw dyno at Thuroghbred event last year I got beat by one. They combine hp and tq numbers and a Ford made 445hp and 1414 tq which seems way out of line to me. I know NW doesn’t normally deal with torque values and I think they didn’t really look at the graph and see it was a shift spike. I can’t imagine a Ford putting up that kind of tq number with that low hp because normally those engines like to rev they aren’t normally torque monsters. I thought maybe next year I need to push the clutch in rev the engine and dump it to get a nice big tq number😂
That noise in the graph is normal for anything like this. Flow meters in wind tunnels, load cells like in a dyno, all do this in the real world. The higher the sample rate the worse it gets. The computer is putting rig data through a low pass filter using some calculus.
Does correction really make a difference when you have 3 turbos and 20lbs of nitrous lol. But I will say people will cry no matter what you do, because they themselves can't do it.
SAE Correction is almost always misapplied. Readings are intended to be taken from the inlet of the engine, not the room it is in. Correction factors over 6% are considered "non-standard" Turbos with wastegates and Nitrous are also disqualifiers It's right in the document. Like mentioned in the video correction correction has a legitimate use in normalizing data to accurately measure power between runs. Using it to claim you made a record amount of HP for me is where it starts to get dubious.
Like Todd said, a dyno is just a tool. It doesn’t really matter what the number is, the important part is if the number changes from before and after you made a change. And if all variables are the same and the one thing you are testing changed. Then the tested item truly did improve or lost. And even at an event, everyone is testing the same dyno at the same location. So if one team makes more then their setup made more power. It would be like if someone in a 3.0 sled pull truck pulled 350’ at an event, and then everyone was like well so and so at this event only pulled 330’ in 3.0 so that 350’ must be fake. Everyone needs to stop worrying about the number and look at the event and the competitors at the event.
The biggest problem with correction factor is force induction which alters atmospheric pressure then you have to figure out how much the turbo compensated for the thinner air makes no difference in the real world but it makes you question the correction factor
^^^this above. To my understanding the real “discussion”(argument) is between people claiming numbers from high altitude dyno runs with big correction factors versus people with runs more near sea level with much lower or no correction factor. In my opinion there’s really no debate about higher altitude reducing horsepower even in turbocharged engines, but the debate(disagreement) is the validity of the correction factor. Like you guys mentioned, the SAE correction factor was originally based on naturally aspirated gas engines, and it’s highly unlikely that correction factor is relevant/accurate for turbocharged and/or nitrous fed engines, particularly diesels. I don’t really have a dog in that fight but I do find the discussion interesting. Thanks again for all the great content you guys are putting out!!👍🇺🇸👍🇺🇸👍
@ my point is it’s too difficult to properly correct for when using force induction in the end it’s still a useful tool though because you can still show improvements or loss of parts when changing parts on a vehicle
@Will In the "Watch before you buy a 12v cummins!", when talking about the Fummins guys, you say that them Fummins owners claim that a Allison Swap is the best. You said that it wasn't and I was wondering why you think the Allison behind a Cummins isn't the best? If that isn't the best, what would be the best for a daily driver that doesn't go out racing or anything like that? Would you still go with that automatic with a manual valve body?
The best one currently is the "if it isn't point blank performance mustang dyno, it's not the true number" These mustang dyno zealots think it's the only correct number. 😂
His runs always seem really low. Like he couldn't even crack 1k with an 80mm on a 6.7 with 250%. At sea level that seems crazy to me, a damn 5.9 truck can do that with a 75mm and 150 overs.
The pod cast are great and informational I love listening to them
Take a mobile dyno, do pulls at the bottom and top of pikes peak with a compound truck
I'd really love to see you guys do a podcast or dyno video with ddp and talk injector nozzles. Seems like with their new pilot stuff and the power jets from you guys there is a lot of tech coming out
Lenny is very fun for sure! I imagine we’ll have a fun discussion sooner or later
I could listen to this stuff all day.gets us all excited to smoke some rollers
Thank you!
I've got a bone stock diesel bug. I'm gunna say it makes 2300 hp, cause PDD says so. 😂
Awesome video, I'm loving this podcast style format.
This is a killer series! Great job guys...... Also, still waiting on the 6.0 powerstroke compound turbo kit update TODD. 😂
There is nothing comparable to the sound of a rowdy Cummins making big numbers on the dyno.
Agreed!
I think sometimes you might want a shift spike. I am pretty sure on nw dyno at Thuroghbred event last year I got beat by one. They combine hp and tq numbers and a Ford made 445hp and 1414 tq which seems way out of line to me. I know NW doesn’t normally deal with torque values and I think they didn’t really look at the graph and see it was a shift spike. I can’t imagine a Ford putting up that kind of tq number with that low hp because normally those engines like to rev they aren’t normally torque monsters. I thought maybe next year I need to push the clutch in rev the engine and dump it to get a nice big tq number😂
A shift spike should be easy to see and should not be counted in a dyno competition. Sucks if you lost because of that!
They changed the section of the sign at race way from your truck at UCC. No more piston hole
That noise in the graph is normal for anything like this.
Flow meters in wind tunnels, load cells like in a dyno, all do this in the real world. The higher the sample rate the worse it gets.
The computer is putting rig data through a low pass filter using some calculus.
Does correction really make a difference when you have 3 turbos and 20lbs of nitrous lol. But I will say people will cry no matter what you do, because they themselves can't do it.
SAE Correction is almost always misapplied.
Readings are intended to be taken from the inlet of the engine, not the room it is in.
Correction factors over 6% are considered "non-standard"
Turbos with wastegates and Nitrous are also disqualifiers
It's right in the document.
Like mentioned in the video correction correction has a legitimate use in normalizing data to accurately measure power between runs. Using it to claim you made a record amount of HP for me is where it starts to get dubious.
Like Todd said, a dyno is just a tool. It doesn’t really matter what the number is, the important part is if the number changes from before and after you made a change. And if all variables are the same and the one thing you are testing changed. Then the tested item truly did improve or lost. And even at an event, everyone is testing the same dyno at the same location. So if one team makes more then their setup made more power. It would be like if someone in a 3.0 sled pull truck pulled 350’ at an event, and then everyone was like well so and so at this event only pulled 330’ in 3.0 so that 350’ must be fake. Everyone needs to stop worrying about the number and look at the event and the competitors at the event.
Exactly!
The biggest problem with correction factor is force induction which alters atmospheric pressure then you have to figure out how much the turbo compensated for the thinner air makes no difference in the real world but it makes you question the correction factor
^^^this above. To my understanding the real “discussion”(argument) is between people claiming numbers from high altitude dyno runs with big correction factors versus people with runs more near sea level with much lower or no correction factor. In my opinion there’s really no debate about higher altitude reducing horsepower even in turbocharged engines, but the debate(disagreement) is the validity of the correction factor. Like you guys mentioned, the SAE correction factor was originally based on naturally aspirated gas engines, and it’s highly unlikely that correction factor is relevant/accurate for turbocharged and/or nitrous fed engines, particularly diesels. I don’t really have a dog in that fight but I do find the discussion interesting. Thanks again for all the great content you guys are putting out!!👍🇺🇸👍🇺🇸👍
The newish j1349 correction factor actually does change with boosted vs na . I don't think J607 does though
@ my point is it’s too difficult to properly correct for when using force induction in the end it’s still a useful tool though because you can still show improvements or loss of parts when changing parts on a vehicle
We heard a saying years ago we still use. What does ur dyno sheet trap. Dyno is just a tool to get repeatable results.
@Will
In the "Watch before you buy a 12v cummins!", when talking about the Fummins guys, you say that them Fummins owners claim that a Allison Swap is the best. You said that it wasn't and I was wondering why you think the Allison behind a Cummins isn't the best? If that isn't the best, what would be the best for a daily driver that doesn't go out racing or anything like that? Would you still go with that automatic with a manual valve body?
which SAE correction factor? j607 or j1349? could do like the OEMs and build a climate conditioned cell and run no correction factor
👍💪
The best one currently is the "if it isn't point blank performance mustang dyno, it's not the true number" These mustang dyno zealots think it's the only correct number. 😂
His runs always seem really low. Like he couldn't even crack 1k with an 80mm on a 6.7 with 250%. At sea level that seems crazy to me, a damn 5.9 truck can do that with a 75mm and 150 overs.
@joshuaquilliam2887 Exactly, because a mustang dyno can be manipulated to read anything.
@@HSKFabrications Yup, as the saying goes it's just a tuning tool. Wanna know your real power, take it to the track.
@joshuaquilliam2887 I agree!
Bogging at 1100 rpm? Skill issue