Mustang Dyno comparison.
OK, now I've got to learn something. Are you saying that by clearing the LTFT's, the performance at WOT changes? I've always been with the understanding that WOT is 'you get what you want, but you may not like it'. Does clearing the stock ecu codes (other than obvious equip failure, etc) have any effect on WOT operations?
Last edited by Mr. Evo IX; May 16, 2008 at 12:32 PM.
Evolving Member
Joined: Apr 2004
Posts: 344
Likes: 0
From: san antonio
Just from sitting back reading all this regarding these 2 Mustang Dynos and the pump gas wars, I definitley think Buschurs reads lower no doubt. I do believe that DTMs dyno does read like a normal Mustang dyno though, I just think Buschurs reads the lowest of any Mustang dyno. With that said, I am sure that the car that made 600+ on DTM's dyno would be around in line ~550-570 on Buschur's dyno. The only real way to end this would to have a 550+ BUschur cars or DTM's 600+ car go to each others dyno, one or the other.
So let me get this straight. If you have an exhaust leak before the front 02 sensor, that is setting a lean code, it will trim the fuels richer even at WOT? I just want to be clear on this. I'd like an answer from someone at DTM, please.
Norwalk is an NHRA track.
Screw dyno numbers, they are a point of reference and the machine itself is a tuning tool. Only three numbers matter in the grand scheme of things; vehicle weight, ET, and MPH. For those of you claiming big numbers then get your asses to the track to back up your mouth and dyno numbers.
Sorry for that rant, just got off the phone with some idiot who wouldn't shut up about how great his dyno queen is. Bla bla bla.
Screw dyno numbers, they are a point of reference and the machine itself is a tuning tool. Only three numbers matter in the grand scheme of things; vehicle weight, ET, and MPH. For those of you claiming big numbers then get your asses to the track to back up your mouth and dyno numbers.
Sorry for that rant, just got off the phone with some idiot who wouldn't shut up about how great his dyno queen is. Bla bla bla.
Anyway, thanks for the perspective to give me a book end and escape with my mind intact
Some of us make it a point to back up our claims with real world results. I have managed to take time from my busy schedule to get my fat *** to the track and run 9's every year for the last 4 years - thanks to Shearer for a great manifold which stands the test of time. Talk is cheap, actions speak louder thyan words.
Buschur has many 10 second Evos on pump gas with ample verification and proof to back up his claims - end of story.
Al
DAVID - would you be willing to accept my offer to repair the man's 02 housing gasket (at my expense) ? I would like to see the car re-dyoned with the gasket leak repaired (just for my amusment)
I would be happy to pay for Master Dan's time to fix the problem and then we can see what effect the leak has on ultimate power.
Also we can log the pre and post repair LT fuel trims and a/f under WOT to see what kind of effect this situation has on the car's performance.
Every theory needs to be tested.
Al
I am not going to read more than the first page and a half here, but it is clear that the car is knocking on the current tune based on the large drop in torque on BR's sheet.
Unless there is a considerable load difference in David's AWD500, the readings should be similar if the same heat range plugs were used of same manufacturer as when the DTM dyno was run.
About the whole MD vs Dynojet debate, it is my professional opinion that periodically these MD tested cars should be run on a Dynojet 424x and a "Dynojet Mode" calibration should be programmed on the MD to replicate one run in a DJ Mode.
I would calibrate this mode for a number of cars 50whp apart from one another, i.e.- 400whp, 450whp, 500whp, 550whp actual Dynojet and the cal file for this Dynojet mode modified until this mode matches the HP numbers from the VERIFIED 424x readings.
This is for when it comes down to the whole "whats the correction factor for DJ?" line of questioning, there will be a mode to make one run for ****s and giggles to see what it puts down in this "test mode". So in essence the car would have two sets of figures. One true MD factory calibrated set of actual figures and one mimic test mode, Dynojet replicated and verified by means of an -as tested set of Evo's on the Dynojet 424x with known set of numbers.
Unless there is a considerable load difference in David's AWD500, the readings should be similar if the same heat range plugs were used of same manufacturer as when the DTM dyno was run.
About the whole MD vs Dynojet debate, it is my professional opinion that periodically these MD tested cars should be run on a Dynojet 424x and a "Dynojet Mode" calibration should be programmed on the MD to replicate one run in a DJ Mode.
I would calibrate this mode for a number of cars 50whp apart from one another, i.e.- 400whp, 450whp, 500whp, 550whp actual Dynojet and the cal file for this Dynojet mode modified until this mode matches the HP numbers from the VERIFIED 424x readings.
This is for when it comes down to the whole "whats the correction factor for DJ?" line of questioning, there will be a mode to make one run for ****s and giggles to see what it puts down in this "test mode". So in essence the car would have two sets of figures. One true MD factory calibrated set of actual figures and one mimic test mode, Dynojet replicated and verified by means of an -as tested set of Evo's on the Dynojet 424x with known set of numbers.
Newbie
Joined: Apr 2008
Posts: 55
Likes: 0
From: Reston/Knoxville
Anyone posting anything else needs to read this first.
https://www.evolutionm.net/forums/sh...d.php?t=345946
https://www.evolutionm.net/forums/sh...d.php?t=345946
)This seems to be a Magnus situation all over again.
I guess DTM now has a proper welcome to EvolutionM.net
DAVID - would you be willing to accept my offer to repair the man's 02 housing gasket (at my expense) ? I would like to see the car re-dyoned with the gasket leak repaired (just for my amusment)
I would be happy to pay for Master Dan's time to fix the problem and then we can see what effect the leak has on ultimate power.
Also we can log the pre and post repair LT fuel trims and a/f under WOT to see what kind of effect this situation has on the car's performance.
Every theory needs to be tested.
Al
I would be happy to pay for Master Dan's time to fix the problem and then we can see what effect the leak has on ultimate power.
Also we can log the pre and post repair LT fuel trims and a/f under WOT to see what kind of effect this situation has on the car's performance.
Every theory needs to be tested.
Al
