He had no problems reading mine last time

Its hard to say, Harvey is on crack almost all the time, so its hard to say if this is a new problem or an old problem with him, we just don't know if he fixed the problem the day before & cracked out the memory sector the next day.

Thats the only issue right now.

LS1s should still be able to get a HP reading from Harvey's dyno.

Without a correct RPM pickup it will screw up the TQ reading, but if we get Harvey to print based on MPH instead of RPM you could calculate the TQ based on the RPM corresponding to a given MPH on the graph.

I'm in for a dyno session

Count me in

why not bolth

cuz peeps have been saying that his dyno cannot pickup a correct LS1 ignition signal or something like that - if that is the case we will not be getting TQ plot along with the HP plot.

However if we have MPH, we can use that to derive RPM at certain points in the graph and plot our own TQ curve from that

How about later in April? I probably won't be on the road fully till then, likely enough. It will also give me some time to do some tuning.

i'd be up for it, how much would it cost to go without the group? i wanna get a baseline before i put in my headers.

Mustang dyno vs Dynojet dyno

Dynojets use calculate torque to accelerate a large roller over time and measuring rpm of the drum/roller for speed calcs. The weight of the drum is very important. Mustangs use an actual load on the drum that more accurately simulates real road conditions.

Good post raene.

That link is weak... Their analogy of a drum being easier to turn once moving is completely irrelevant.

A dynojet calculates HP based on the change in angular velocity of the drum over time. It knows the inertia of the drum, and therefore determines how much energy the drum gains, and thus the power exerted, during the dyno pull.

The software then calculates TQ based on the RPM from the ignition pickup.

This link does a better job of explaining how a dynojet work, altho it is a bike site .

http://www.moto-one.com.au/performance/dyno.html

thats fine for you m6 guys...but not for us auto guys without lock up converters

Yeah, that does a more thorough (and perhaps unbiased) explanation. I think the first link must be a Mustang dyno vendor.

Typically 248C's are accused of over inflatiing numbers and many performance shops prefer the use of the Mustang dyno (and refer to the Dynojet as overinflating) for more appropriate real world numbers. But I honestly do not know which is better from an engineering standpoint, other than the fact that I prefer the Dynojet since it is more commonly used/widepsread, which gives you the ability to roughly compare (and I use this term loosely, because comparisons are fraught with influencing factors, depending on the operator) different vehicles done at different shops (through the internet). When you have to deal with a Mustang device, there are fewer vehicle owners out there that have dyno #'s that you can refer to.

Sleepbyu, get yourself a copy of Edit and lock the convertor on the dyno... that works.

i'm old school...carbed 407sbc, th400, 3k converter

Just out of curiosity..

I have a programmable engine management setup right now that runs off EPROMs in the stock ECU. Basically I have a program that I can run via a laptop and edit the stock ignition/fueling maps, TPS tip-in, cold idle, yadda yadda and then save the .bin and burn it to an EPROM with a chip burner and pop in my computer to run the changes. The program's called Uberdata and it's similar to Hondata but much free-er

I'm wondering if Harvey would have any objections to running a system like this on his dyno and possibly making some small changes to the fuel + ignition maps. It takes maybe 1 minute to burn a new EPROM and pop it in the car.

Anyone else using nonstandard systems that has had Harvey tune their car? I'm planning on installing the turbo before the summer and I am NOT racing untuned. I plan on doing the basic a/f curves with the Innovate LM-1 but I'm no professional so I want someone to look it over afterwards.