It was a dynojet. I think I will skip out on the dynojet vs Mustange dyno debate, altitude, atmosphere etc... . There's more than enought posts on that topic

Dyno is just a tool like any other to assist in ensuring your car is running properly and at its best at that particular point in time.

Yea, my kit is a first gen one and I don't think they ceramic coated them. It is one of the things I am planning on doing in the spring.

As for not being able to see the pics

 

i see them fine,
awesome setup mate

 

I can't see them because I am at work. GDS was worried about his numbers, hence the comment. there are so many differences you can't compare, but the difference comes out between 10 and 20% most of the time, which puts him in pretty good position with his numbers. sorry for the confusion.

 

I am happy with my numbers. Its what the RRM shop car obtained on a Dynojet and I am about 2000 ft higher in elevation. I got what was advertized and expected.

I can tell you already that a new clutch will be next on the list of things that need to be replaced/improved. The meth kits are really interesting and I am trying to find out all I can about them and whether our winters have an affect on them.

 

yeah, the elevation makes a pretty big difference, just ask the guys who play football against the broncos at home

yeah, and then when you get the clutch in you will go for the meth kit because you want more, and then you'll be looking into some porting work, and then maybe an LSD, and then...

 

Just for your info, a TC should technically see higher gains at a high altitude then at a lower altitude. This is because the turbo charger can push the thinner air easier. However, a non-TCed engine will lose power and as a result you should see higher gains over stock when at a high altitude, but you will not necessarily see higher numbers.

 

ctr - but also the thinner air means less oxygen per square inch

 

^ is what I was lead to beleive, because of Earth's gravity and the weight of the atmosphere, the lower your elevation is, the denser the air will be. Engines like condensed air because it leans the mixture of fuel-air which in turn creates more power.

 

That is correct, however, when you are talking about a turbo charger you will see more gains at a higher altitude, because it is easier for the turbo to move and condense the air. A non-FI engine is whole different story, so ill give you an example:

Say your non-TCed engine has 100 hp at sea level, and TCed it has 200 hp at sea level; thats a gain of 100hp. Now lets say the same engine has 80hp at 4500 ft above sea level, and TCed it has 185hp at 4500 ft above sea level; that's a gain of 105hp.

This is what I was trying to say, and obviously these are ficticious numbers. But you get my point. Basically at a higher altitude you're going to get lower numbers, but according to "theory" the tc should be able to push more air, faster so you'll get higher numbers. And if you think about it, your dyno numbers are fairly high compared to rrm's if you take altitude into consideration.

I'll leave you with a link to the "howstuffworks" site so it can explain it, hopefully better than me! http://auto.howstuffworks.com/turbo3.htm

 

If those are your dynojet numbers then i am gold

 

you must not have read the link you provided.

you have to remember that when dealing with turbo chargers you are addressing psi above atmospheric pressure. 7 pounds of boost is still only 7 pounds of boost, but your atmospheric pressure is now lower. couple that with less o2 and you see a power drop as you drive into the mountains, forced induction or not.

the air is thinner, and no matter what your aspiration that's a bad thing. the only thing that may be positively affected is the efficiency of your turbo, and if you have less o2 and less net pressure you are still losing.

 

see, that's why I commented as I did above, GDS is happy

 

I read it and I see no point in arguing about how people read things, you chose to hilight those words where as I would have chose to hilight these words "but the reduction will be less dramatic." But that's not the point, the point is that he's getting good numbers and that's what we're all after!

 

is this tuned? I finally looked while I was at home so I can see the graphs. what are your AFR's looking like, especially at the mivec changeover? gotta get those AFR's on the graph, how come it starts so high on the tach?

 

I'm not trying to start an arugument with you, just trying to make sure all the facts are clear.

you stated and that's just plain incorrect. it's not your fault, it's how you understood the information. you will, in fact, see a drop in HP no matter your induction type when going up in altitude.