hmm, I dono about that big TQ hit. What is the boost hitting there? It seems most of your flashes look like that, a big hit at the start. Anyway you could smooth that out and not work about a PEAK number?

Timing..hese prolly still trying to target an AFR too

Ya that is strange, people are getting the power on the stock pump and I asked the same thing.

Al thanks for posting my numbers my car feels incredible . Great job on the flash. .

cam's add low end trq on evo's?

I have to say looking at that chart it does not look to good, should it not gain power with RPM not lose it? Something like this would be great!

We run a lot richer than many tuners hence we find the limits of the stock fuel pump / injectors qucikly

When we are at 199 % duty cycle on the injectors and still unable to bring down the a/f richer - thats when you need a fuel pump

199% does not sound to safe to me.

Yeah, I don't know about all this tuning for 24:1 air fuel ratios.

Yes, we are standing behind what Al is coming up with with our parts and tuning. He isn't riding on anyone's coat tails.

David Buschur
www.buschurracing.com

Holy mother of pearl. So is this an option now? Buschur/ dynoflash? What do you think about that boost surge? Does buschur racing see some added benifit in using the Dynoflash software insted of its stalwart SAFC?

Congrats Al!! now tuning guru for David Buschur Racing as well as RnR Racing.

Clean(er). Please, let's keep it civil. It was real good up intil the last several posts.

MP5, you asked in one of the posts I deleted whether it was because of you specifically. No, definitely not in this case.

Okay, this does not need to turn ugly. The only reason I posted was due to Al's comment that "other tuners" aren't able to make that much torque. First of all, it's untrue. For a number of reasons. First, Al is showing uncorrected power/torque which is fine if testing conditions are moderate and somewhere around room temp. In such a case, the SAE/DIN correction factor won't be too far from 1.00 and will compare reasonably fairly with other SAE/DIN corrected numbers from other dynos in other states with other ambient testing conditions.

However, in the case of Conneticut in December, where ambient temps are in the 30s throughout most of the day, the correction factor will be well below 1.00. Without the correction algorithm in front of me, I'm guessing it will be around .95 (pls someone correct me if I'm wrong) which means that you will have to multiply 310hp and 323lb-ft by ~.95 in order to get a number which one can *reasonably* compare to corrected results from other Dynojets in other locations tested in other conditions.

Of course, this correction factor only accounts for differences in air density and not the beneficial effects cold testing conditions have on knock resistance and intercooler efficiency which means that it, if anything, the corrected results are still overstated. Also, the car that Al tested does not have a cat, which in itself, is worth 10-15whp and up to 20ft-lbs over a 3" free-flow cat. Not a big deal for those who have no problem running catless. But for the rest of us, this may be an issue. Maybe Al can post up the Corrected dyno graph which somewhat accounts for this rather unique testing conditions.

Regards,
shiv

I will be posting up the SAE sheet very soon - just called to get it faxed over.

In the meantime, think about this - the 11.80 at 119 that the Dynoflashed Buschur Stage 4 made at e'town - these HP numbers are not manipulated - the track times back up the numbers

Also - there are no settings on the dyno jet to manipulate unlike other moon dynos I have seen
Best regards

By "settings" I assume you mean the ability to control ramp-up rate, maintain a fixed engine speed, alter loading characteristics, hold wheelspeed constant, simulate inertial pulls, control fore-aft-torque split and so on. All of which are necessary for proper ECU mapping for obvious reasons (there is more to life than full throttle, right?). I can see how some people would get confused with some of the features a proper loading dyno, engine or chassis, can offer. All of which are impossible to do on a Dynojet. But the Dynojet controller, with it's two big buttons (green for go and red for stop), is really easy to use


Shiv