Dyno in Fargo?!?! Interested?!?
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tntmstr wrote:
Higher than what....other dynos? So which one is "correct"....and why? I can have you talk to the creator of "Factory" dynos and he will tell you what a pile of shit Dynojets are. Is he right? Who cares? Just like Steve-O said, dynos can be manipulated. Hell, change the temp in the room = instant HP increase/decrease. Dynos are tuning tools.2wheeler posting under tntmstr
Really air temps cause changes in power levels, damn now i know what i've been doing wrong all these years, FUCK!!
Every dynapack graph i've seen records flywheel power as well.
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PSI2HI wrote:
Really air temps cause changes in power levels, damn now i know what i've been doing wrong all these years, FUCK!!Every dynapack graph i've seen records flywheel power as well.
Explain to me how it can measure flywheel power from the drive wheels... -
Because of the lack of load on a dynapack compared to a Mustang dyno or dynojet.
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integra_gsr98 wrote:
Because of the lack of load on a dynapack compared to a Mustang dyno or dynojet.
.....what about drivetrain loss, turning driveshafts, big rear ends, hp robbing Tq converters, accesories, etc etc....all of these are factors that can't be taken out. There is no way to get a flywheel hp number without the engine up alone to a dyno. -
I just dont see Fargo supporting a AWD dyno, it'd be great to have but i wouldn't be suprised if it didn't get enough use to make the payment. The only way i would justify buying one would be for parts testing/development.
A shop i do business w/ has a dynapack, here's a graph from theres.
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PSI2HI wrote:
Really air temps cause changes in power levels, damn now i know what i've been doing wrong all these years, FUCK!!Every dynapack graph i've seen records flywheel power as well.
Dyno a car in a 75 degree room, turn the temp down to 50, make a pull = more power on your graph = theres your higher number with no tuning at all. Thats manipulating a dyno. There are other ways to do it, so whats the big deal about having a big number. What should count is the before and after.
What would you rather have, a higher number or a lower ET?
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My $.02... I'm w/ GSR on this one - take everyone's count on how often they'd use it and divide by at least 2. Like Ethan said, most people cheap out on the tune. And like PSI2HI said, I don't think you'll get enough support to pull it off, especially given the investment.
However, big props to you guys for thinking, seriously, on another level and trying to make it work. That mentality is the reason you keep moving into bigger and bigger shops
Good luck w/ whatever your choice is...
Fvckin machine took my quarter
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2wheeler wrote:
Dyno a car in a 75 degree room, turn the temp down to 50, make a pull = more power on your graph = theres your higher number with no tuning at all. Thats manipulating a dyno.Really, wow, learn something new everyday! Ethan you're a fricken genius.
I wouldn't consider that manipulating a dyno. Manipulating would be setting correction factors above a 1:1 ratio.
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PSI2HI wrote:
Really, wow, learn something new everyday! Ethan you're a fricken genius.I wouldn't consider that manipulating a dyno. Manipulating would be setting correction factors above a 1:1 ratio.
Aw Nick, c'mon, yer making me blush. REAL genius is making more HP than everyone else, and running slower ETs.....like your DSM did. Luv ya!Congrats on the big dyno numbers!
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PSI2HI, I still would like an answer to this question.
".....what about drivetrain loss, turning driveshafts, big rear ends, hp robbing Tq converters, accesories, etc etc....all of these are factors that can't be taken out. How does this measure flywheel horsepower with these factors" -
2wheeler wrote:
Aw Nick, c'mon, yer making me blush. REAL genius is making more HP than everyone else, and running slower ETs.....like your DSM did. Luv ya!Congrats on the big dyno numbers!
Im not even gonna start w/ internet arguments cuz last time i checked someone hopped on your bike and made quicker passes out of the box........ ANd once you start arguing your like a little 12 year old who wont stop until he gets his way!
Anyways good luck on the dyno but i dont see the Fargo "tuning" scene supporting it. There's a slim population of the people in this town that actually try make power or are concerned about racing in general. The majority of full blown tuning spent on standalones is driveability issues which half the people just blow off and do only WOT. All drivability tuning issues are done on the street. Basically you can just base it off of whats seen @ the street legal's, etc. There's basically 2 groups @ the track, there's really no gray area. You got the crowd running 11's and quickler and thern there's the gap into mid 14's and slower. The guys who hop on for a few quick pulls just to see are gonna be 1 time deals not returning users.
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I have a little bit of input....the pics of that dyno look to me as if you can pack it up and set it off to the side in a matter of minutes, and even move it around to different locations in the shop, as well as possibly car shows and the like. The way I see it, if this is true, theoretically if you guys got this dyno, you would not be subjuct to staying at just one location with it, so you could take it to Devil's run, or even out to the drag strip on street legal days, which could inturn boost the revenue created by having the dyno. Another benefit i can foresee is it would not constantly take up valuable shop space, so its not like having the dyno would slow down productivity in other facets of the business. In my opinion I would say it is a very good idea. A lot of DSM's have sprung up in Minot as im sure other parts of the state, and Fargo would be a much MUCH nicer trip for people in minot as opposed to winnipeg or the cities.
Also, as a possible solution to the noise problem created from high rpm engines, you may want to think about the possibility of setting off one section of the shop, I will use a corner as an example, where you would have 2 walls, and the rest exposed, you could have acoustical foam installed on those 2 walls, and have an acoustical curtain(such as what you would see in a theatre) to make up the other 2 "walls", and that may at the very least help to deaden a lot of the sound before it escapes the building, thus helping to reduce compaints about the noise associated with high revving engines. That of course is just a suggestion, i don't know if you guys would be willing to do that(or spend the money to do that), but i believe it would help with the noise problem.
93 Mitsubishi 3000GT VR4 Sandstone Grey Met. One of 136 made in '93.
97 Dodge Dakota(daily driver)(sold)
92 Eagle Talon TSi AWD(winter project)(abandoned and sold)
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94NDTA wrote:
PSI2HI, I still would like an answer to this question.
".....what about drivetrain loss, turning driveshafts, big rear ends, hp robbing Tq converters, accesories, etc etc....all of these are factors that can't be taken out. How does this measure flywheel horsepower with these factors"Comment may have came out a bit wrong. But on the dynapack there is no vehicle load and no drag loss from the wheel/tire rotating mass therefor power output #'s are usually drastically higher (thus simulated flwheel hp) then your normal roller dyno which dynapack thus refers to as flywheel output.
All in all i think if the space wasn't an issue i'd rather have an infloor dynojet. If its in floor it really isn't taking up space. Dynojet's are cheaper in price as well. ANd as well you wouldn't need all the hub adaptors, no hassle jacking the car up and removing the wheels.
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on a quick note: The thing that I like about the "extra time" of set up on the dyno is. There is not a possibility of the car comming off the dyno. And we all know that does happen on roller style. (this also makes for a little cheaper insurance) I know first hand that the set up on each car is 15 minutes max. on the dynapack. Fixed RPM / variable load testing is always a plus. No possibility of over reving either. Can't do that on a roller. All in all, for me, the dynapack is the way to go.
ford/chevy/dodge. does it really matter in who's opinion what is better? As long as there is consistency. It is a tool for what you choose it to be. You have to remember.... I have 3 stores(for now)... I would like the ability to have dyno days at all locations. This way I do not have to be certain FARGO only will be 100% supporting it. Also being able to broaden my abilities and clientele, it's not a bad thing.. is it? Just know, as jason said, this is a feeler. Some of the coments I agree with. Some I do not. But they are all appriciated. thanks guys
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I know plenty of people are saying "the tuning scene" isn't very large, or involved here in Fargo. But I think that this would be a great stepping stone to making it bigger and more involved.
A handfull of people take the time to make trips to get dyno tuned. That doesn't mean people who aren't spending a bunch of money (and time for that matter) do not want to get there car on the rollers.
Personally, It's hard for me to find time to make a trip to the twin cities, or to south dakota, not a money issue, or an issue of of how "hardcore" into tuning I am.
I personally think this could help people into becoming more serious about there cars. which would push for the fast cars right now to become faster....all in all, it seems good to me.
Also, they will have a lot of ND covered, some of montana, and upper minnesota. They will be the nearest dyno for a lot of people, which is a big factor for the average tuner.
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Also, another thing. Tuning is tuning. There aren't a whole lot of variables between vehicles. Yes, there are little tricks that can be learned over time with certain vehicals, but as a whole, if you are taught well, you can do a decent tune on most any vehical. I'm sure with this new STi, TM will become very familiar on how to tune subarus.
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94NDTA wrote:
Tuning is tuning. There aren't a whole lot of variables between vehicles. .So your saying tuning a DSM, a high compression Honda, and a nitrous built camaro is all the same and tuning is just tuning? And any 1 person could tune all 3 cars up to their potential and not w/ any adverse affects?
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