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Author Topic:   had my first experience with dynojet today
stoker
Gearhead

Posts: 142
From: folsom,cal,
Registered: Jan 2002

posted 03-24-2003 10:01 PM     Click Here to See the Profile for stoker   Click Here to Email stoker     Edit/Delete Message   Reply w/Quote
it was a rush,to say the least.dont have a tach,just a shift lite.i had 6600 chip in lite and first pull i chickened out befor lite came on.operator told me to use high gear and mash it.well shop was small and i did not have ear protection.the sound and feel was undiscribable!i put in 6000 chip and he gave me some earmuffs (i know i am a wimp)but super comps with 3"pipe and dr. gas x with MACS that dont muff!!well acording to his sniffer in tailpipe i was 15 to 1 air fuel ratio ussing 72 primary and 80 sec jetting in 750cfm pro form mech secondary carb.we raised primary to 76 and sec to 84 and it still showed a little lean at high 13 air fuel ratio.the rear wheel torque readings are almost unbelievable at 445 #s and horsepower was still climbimg at 6400 at 362.is it possible with 333 inch pump gas AFR heads,dual plane,solid flat cam?

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bluestreek
Gearhead

Posts: 1202
From: Athens,GA
Registered: Jul 2001

posted 03-24-2003 10:26 PM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
Looks very familiar! Nice numbers.
Can you post HP numbers @ rpm level and what are your cam specs?

Thanks.

------------------
1966 Mustang Coupe: Custom glass hood and BIG scoop sits atop a 289 stroked to 331 c.i., Steel crank and girdle, 5.4 H-beams, Forged slugs, TFS alum. heads, ported Stealth 8020 intake, Xtreme 274 Solid Roller, Holley 750 HP, long tubes, 4speed, 9" 3.50 posi.
1st pass: 12.50 @ 112 mph
DanH

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stoker
Gearhead

Posts: 142
From: folsom,cal,
Registered: Jan 2002

posted 03-24-2003 10:45 PM     Click Here to See the Profile for stoker   Click Here to Email stoker     Edit/Delete Message   Reply w/Quote
2900 rpm 244hp 443tq3900rpm 263hp 355tq 4900296hp 318tq 5900rpm 341hp 303tq 6500 362hp 291tq cam specs .547 lift [email protected] 110 lobe sep. seat duration @ .020 is 264

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Fastymz
Moderator

Posts: 10683
From: Reno Nv USA MEM#1240
Registered: Apr 2001

posted 03-25-2003 01:06 AM     Click Here to See the Profile for Fastymz   Click Here to Email Fastymz     Edit/Delete Message   Reply w/Quote
Kevin those are some BIG numbers.
443 tq at 2900rpm you have to smoke-n those BFG drags.

------------------
SCOOP
oddly obsessed with big scoops on little Mustangs

"Why do people who know the least know it the
loudest?"

2.26 60'S
14.9 @ 90.86MPH

65 coupe,351w,C4,Big Boss 429 hood scoop,8"3.40 TracLoc,Cragar SS,Black Suede.

https://mustangsandmore.com/ubb/Fastymz.html

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bluestreek
Gearhead

Posts: 1202
From: Athens,GA
Registered: Jul 2001

posted 03-26-2003 08:21 AM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
Kevin asked me to post his dyno numbers and a link to a pic his motor:

http://www.picturelist.com/auctions/showimagez.asp?user=dbhard&pic=KK333.jpg

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1966 Mustang Coupe: Custom glass hood and BIG scoop sits atop a 289 stroked to 331 c.i., Steel crank and girdle, 5.4 H-beams, Forged slugs, TFS alum. heads, ported Stealth 8020 intake, Xtreme 274 Solid Roller, Holley 750 HP, long tubes, 4speed, 9" 3.50 posi.
2nd pass: 12.11 @ 114 mph
DanH

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rockafellz
Gearhead

Posts: 1250
From: San Lorenzo, CA, USA
Registered: Aug 2001

posted 03-26-2003 10:01 AM     Click Here to See the Profile for rockafellz   Click Here to Email rockafellz     Edit/Delete Message   Reply w/Quote
Wow dude!! Pretty impressive. Did you consider going higher than 6500? I wonder if there would be anymore gains in HP? Maybe minimal. That must feel like a beast in low gear!!

Erik

------------------
1966 Ford Mustang 2+2
Mine - Restomod in Progress

1966 Ford Mustang Coupe
Dad's - Original Unrestored

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stoker
Gearhead

Posts: 142
From: folsom,cal,
Registered: Jan 2002

posted 03-26-2003 07:20 PM     Click Here to See the Profile for stoker   Click Here to Email stoker     Edit/Delete Message   Reply w/Quote
thanks dan for posting pictures.the low end torque for a 331 inch motor is really amazing.air flow research really did there homework!i advanced the solid flat cam four degrees ,seat [email protected] is 264.the air gap,supercomps and 3000 stall relly help!!there are times when i will pin it hard from a twenty five MPH roll and blase the nitto drags (its the little things in life).with 3.25 rear me and wife drive it to shows (250 miles round trip)and have lots of fun

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Daniel Jones
Gearhead

Posts: 488
From: St. Louis, MO
Registered: Aug 99

posted 03-27-2003 12:36 PM     Click Here to See the Profile for Daniel Jones   Click Here to Email Daniel Jones     Edit/Delete Message   Reply w/Quote
> and 3000 stall relly help!

Uh oh. Dynojets and high stall converters don't necessarily get along
well. Dynojets work by measuring angular acceleration and the computing
torque. From torque and RPM, they can the compute horsepower:

TQ = d/dt (I * V)

Where:

TQ = torque
I = inertia
V = angular velocity
d/dt = time varying derivative

For a constant inertia and a constant angular acceleration this can be
reduced to:

TQ = I * W

Where:

W = angular acceleration

This is just a rotary equivalent of Newton's Second Law of Motion (the sum
of the external forces acting on a body is equal to the rate of change of
momentum of the body) which reduces to the famous F = M*A (for constant
mass and acceleration).

Since, for an engine, horsepower is the rate of producing torque, we can
convert between these two quantities given the engine rate (RPM):

HP = (TQ*2.0*PI*RPM)/33000.0
TQ = (33000.0*HP)/(2.0*PI*RPM)

where:

TQ = torque in ft-lbs
HP = power in horsepower
RPM = engine speed in revolutions per minute
PI = the mathematical constant PI (approximately 3.141592654)
Note: 33000 = conversion factor (550 ft-lbs/sec * 60 sec/min)

Since the Dynojet drum is of a known inertia and you can measure the angular
acceleration (if you know angular velocity versus time), you can compute the
torque. This works well for a stick shift car since the engine RPM is
proportional to tire RPM which turns the drum. However, for an automatic
there is slippage so there isn't a constant relationship between drum RPM
and engine RPM. This only gets worse with a high stall converter. This will
fool the dynojet software and lead to false torque readings.

Dan Jones

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bluestreek
Gearhead

Posts: 1202
From: Athens,GA
Registered: Jul 2001

posted 03-27-2003 05:57 PM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
Thanks for clearing that up DanJ,
I kinda figured just from a little common sense that the 3000 stall converter would have some strange effect on the low end of the pull, but wouldn't the numbers start to be fairly accurate from about 4000+?

------------------
1966 Mustang Coupe: Custom glass hood and BIG scoop sits atop a 289 stroked to 331 c.i., Steel crank and girdle, 5.4 H-beams, Forged slugs, TFS alum. heads, ported Stealth 8020 intake, Xtreme 274 Solid Roller, Holley 750 HP, long tubes, 4speed, 9" 3.50 posi.
2nd pass: 12.11 @ 114 mph
DanH

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Daniel Jones
Gearhead

Posts: 488
From: St. Louis, MO
Registered: Aug 99

posted 03-27-2003 07:33 PM     Click Here to See the Profile for Daniel Jones   Click Here to Email Daniel Jones     Edit/Delete Message   Reply w/Quote
There will still be slippage but it should be closer to a constant ratio. You'd need to correct for that.

Dan Jones

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stoker
Gearhead

Posts: 142
From: folsom,cal,
Registered: Jan 2002

posted 03-27-2003 10:11 PM     Click Here to See the Profile for stoker   Click Here to Email stoker     Edit/Delete Message   Reply w/Quote
thanks dan for humbling me,LOL.thought i might of set some record for 333 inch pump gas without power adder.in reality i was thinking 400 ft lbs at flywheel on a good day

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