Dyno sheets - what do you guys think?
10-30-02, 07:22 PM
#1
Full Member
Thread Starter
Join Date: Jul 2002
Location: MA
Posts: 162
Likes: 0
Received 0 Likes
on
0 Posts
Dyno sheets - what do you guys think?
What do you think?
Mods:
-intake (pettit)
-dp
-mp
-Racing Beat Dual Tip cb
-Rotary Performance tuned ECU for all the bolt-ons
-Profec B @ 10 psi
-STOCK ic
-STOCK fuel system
This, as it shows is on a dyno dynamics load cell dyno. The accepted conversion factor to a dynojet is about 15% - these #'s would be 15% higher on a dynojet.
The blue lines are for the above mods
The red lines are for:
-cb
-intake
thanks
kyle
Horsepower/Torque graph
Mods:
-intake (pettit)
-dp
-mp
-Racing Beat Dual Tip cb
-Rotary Performance tuned ECU for all the bolt-ons
-Profec B @ 10 psi
-STOCK ic
-STOCK fuel system
This, as it shows is on a dyno dynamics load cell dyno. The accepted conversion factor to a dynojet is about 15% - these #'s would be 15% higher on a dynojet.
The blue lines are for the above mods
The red lines are for:
-cb
-intake
thanks
kyle
Horsepower/Torque graph
10-30-02, 09:49 PM
#5
Full Member
Thread Starter
Join Date: Jul 2002
Location: MA
Posts: 162
Likes: 0
Received 0 Likes
on
0 Posts
With the dynojet the car's wheels turn big drums, and a computer calculates the run from acceleration, etc. however, the run starts with the drums already moving because the dyno operator has to bring the car into the gear closest to 1:1 (4th is 1:1 in the rx7).
With the dyno dynamics, it actually loads the engine and the computer calculates based on the force against the load. With this method, the proverbial drums are not moving...the load almost acts like more drivetrain loss (in a way).
These types of dynos are better for tuning, because the dyno can hold certain loads and rpm's while the tuning is done. With a dynojet, you must make a run, make adjustments, etc.
hope this helps,
kyle
With the dyno dynamics, it actually loads the engine and the computer calculates based on the force against the load. With this method, the proverbial drums are not moving...the load almost acts like more drivetrain loss (in a way).
These types of dynos are better for tuning, because the dyno can hold certain loads and rpm's while the tuning is done. With a dynojet, you must make a run, make adjustments, etc.
hope this helps,
kyle
Trending Topics
10-31-02, 07:26 AM
#9
Eats, Sleeps, Dreams Rotary
fyi:
with same mods except i had power fc..i dynoed at 278 rwhp @ 10 psi with a 11.4 afr
After that i dynoed at 12 psi....the stock ic at that time was heat soaked ..we let it cool down but my intake temps were stll higher then normal cruising...i dynoed at 296.5 rwhp with a 11.2afr
with same mods except i had power fc..i dynoed at 278 rwhp @ 10 psi with a 11.4 afr
After that i dynoed at 12 psi....the stock ic at that time was heat soaked ..we let it cool down but my intake temps were stll higher then normal cruising...i dynoed at 296.5 rwhp with a 11.2afr
10-31-02, 01:02 PM
#11
Full Member
Thread Starter
Join Date: Jul 2002
Location: MA
Posts: 162
Likes: 0
Received 0 Likes
on
0 Posts
Toy: im in manchester, about 40 mi NE of boston.
Maxpeace: I'd agree, but i don't have any fuel mods right now, and i like my motor just fine
. What kind of fuel upgrades would suffice with my mods, in IC, and 14 psi?
Matty: That was the first run of the day, after that the IC was too heatsoaked to lower the intake temps to normal levels. (less power)
kyle
Maxpeace: I'd agree, but i don't have any fuel mods right now, and i like my motor just fine
. What kind of fuel upgrades would suffice with my mods, in IC, and 14 psi?Matty: That was the first run of the day, after that the IC was too heatsoaked to lower the intake temps to normal levels. (less power)
kyle
10-31-02, 01:12 PM
#12
Ex fd *****
The RP ECU has prob bumped your inj. duty cycles to 80% max (from about 68% max for the stock ecu) so in essence you do have 1 fuel system upgrade. - I think you could use an Adjustable Rasing Rate Fuel Pressure Regulator to fine tune the fuel and at least a Greedy or larger SMIC to reduce intake temps. to run over 14<>15psi, IMO you definatly want a tuneable ecu. and an upgraded fuel pump.
10-31-02, 03:16 PM
#16
Full Member
Thread Starter
Join Date: Jul 2002
Location: MA
Posts: 162
Likes: 0
Received 0 Likes
on
0 Posts
I know i'm going to stay @ 14 psi just because i don't want to spend any more money on my engine. I need to save cash for tires, coilovers, and brakes... i'll go faster with the right chassis set up that if i ran massive power b/c right now i don't have the skill the handle the power.
kyle
kyle
10-31-02, 03:58 PM
#19
Ex fd *****
The STOCK (93-95) ECU maps max out at 63% for the Injectors they NEVER go higher than that w/ the stock ECU, ie they DON'T go static. I think the Later ECUs 96+ do go higher because the latter engines put out 260 or 280 hp vs 255 for 93-95
Check out MAXCOOPERS site ( http://www.maxcooper.com/ ) for more Fuel System (and other) Info.
Check out MAXCOOPERS site ( http://www.maxcooper.com/ ) for more Fuel System (and other) Info.
11-01-02, 08:53 PM
#24
No Cup Holder Racing
Join Date: Apr 2002
Location: Bay Area
Posts: 1,446
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by Stevil
Is there a difference when dynoing in 3rd compared to 4th? Any possible HP differences?
Is there a difference when dynoing in 3rd compared to 4th? Any possible HP differences?
11-02-02, 03:36 AM
#25
Lives on the Forum
Join Date: Dec 2001
Location: San Lorenzo, California
Posts: 14,716
Likes: 0
Received 8 Likes
on
8 Posts
Originally posted by matty
what makes you think the stock ecu max's out at 68% duty cycle.
In this cold winter weather i hit 100% at .90 boost.
what makes you think the stock ecu max's out at 68% duty cycle.
In this cold winter weather i hit 100% at .90 boost.