Stock Motor FP Red Thread
Hell the red is fun on 20 psi on pump. I had a spark issue that caused me to run a max of 20 psi for the first few weeks after installing the new red.
The ignition problem has been solved. I cant wait to see what she will do at 27-28 psi on 93 only.
Just need to get home from this military contract - and get the car back from shep!
The ignition problem has been solved. I cant wait to see what she will do at 27-28 psi on 93 only.
Just need to get home from this military contract - and get the car back from shep!
That sounds good in theory, but all cars are different. I have seen cars on TTP's dyno produce nearly the same numbers as I have and not trap as high. Until trap speeds are produced from the vehicle in question, unfortunately all it is, is speculation and theory.
A list of variables at the track that are not taken into account on a dyno:
1. vehicle weight with driver
2. rotational weight IE: tire weight, rim weight
3. tire size
4. gearing
5. wing speed/direction
6. weather IE: temperature/humidity
7. alignment
8 elevation
9. drag/downforce
10. shift points
11. shifting speed lift shifting vs no lift shifting
These are just a few variables off the top of my head. Quite a few more as well. I'm not trying to knock you, I'm just simply saying that there are FAR too many variables beyond "I am making the same power as car X" That is a mute point and can only be speculation until your car is actually on the track and proven with a slip to back up the theory. That's all.
A list of variables at the track that are not taken into account on a dyno:
1. vehicle weight with driver
2. rotational weight IE: tire weight, rim weight
3. tire size
4. gearing
5. wing speed/direction
6. weather IE: temperature/humidity
7. alignment
8 elevation
9. drag/downforce
10. shift points
11. shifting speed lift shifting vs no lift shifting
These are just a few variables off the top of my head. Quite a few more as well. I'm not trying to knock you, I'm just simply saying that there are FAR too many variables beyond "I am making the same power as car X" That is a mute point and can only be speculation until your car is actually on the track and proven with a slip to back up the theory. That's all.
Dan (drb)
No offense but I'm not sure that I understand your logic. Aren't the reasons that you listed the reasons that a 1/4 mile time isn't the best indicator of how much power a car is making? As you pointed out there are alot of factors other than hp that determine your 1/4 mile time.
Dan (drb)
Dan (drb)
I definately think uncorrected dynojet numbers are more consistent than track e/t's. The main reason is weight. A dynojet needs not to know anything but the engine rpm and it can give you power and trq readings and without rpm it can still show power. No variables and very consistent. The rack is a good indicator and WAY better than a mustang dyno.
A list of variables at the track that are not taken into account on a dyno:
1. vehicle weight with driver
2. rotational weight IE: tire weight, rim weight
3. tire size
4. gearing
5. wing speed/direction
6. weather IE: temperature/humidity
7. alignment
8 elevation
9. drag/downforce
10. shift points
11. shifting speed lift shifting vs no lift shifting.
1. vehicle weight with driver
2. rotational weight IE: tire weight, rim weight
3. tire size
4. gearing
5. wing speed/direction
6. weather IE: temperature/humidity
7. alignment
8 elevation
9. drag/downforce
10. shift points
11. shifting speed lift shifting vs no lift shifting.
I definately think uncorrected dynojet numbers are more consistent than track e/t's. The main reason is weight. A dynojet needs not to know anything but the engine rpm and it can give you power and trq readings and without rpm it can still show power. No variables and very consistent. The rack is a good indicator and WAY better than a mustang dyno.
TTP has a dynojet. 
Those in the northeast like that advantage.
Last edited by TTP Engineering; Oct 29, 2009 at 09:07 AM.
Your under a false assumption that all dynojets read the same. They do not. Two of the same exact model dynojets could read differently from eachother depending upon variances in production, variances in assembly, etc.... That is why people say trap speeds tell all. Until then your simply dyno bench racing.
Which is why we leave our dyno set to STD correction/smoothing 5 which is the apparent industry standard.
Your under a false assumption that all dynojets read the same. They do not. Two of the same exact model dynojets could read differently from eachother depending upon variances in production, variances in assembly, etc.... That is why people say trap speeds tell all. Until then your simply dyno bench racing.