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Old 10-28-2011, 09:50 AM   #31
hustlav6
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now it's time for my dyno pull



http://www.youtube.com/watch?v=tgoerndB4qs

lines: green-torque , first red-power second red- drivetrain loss

252,7 HP and 231 Nm on crank, with little misfire and not perfect transmission

mods: type II cams, comp cams springs, ported intake manifold,arp head studs , custom Y-pipe, 2,4" exhaust piping, ulter muffler, honda s200 fpr, CAI with fujita filter

Last edited by hustlav6; 10-29-2011 at 02:27 AM.
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Old 10-28-2011, 12:29 PM   #32
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Quote:
Originally Posted by hustlav6 View Post
now it's time for my dyno pull


lines: green-torque , first red-power second red- drivetrain loss

252,7 KM and 231 Nm on crank, with little misfire and not perfect transmission

mods: type II cams, comp cams springs, ported intake manifold,arp head studs , custom Y-pipe, 3" exhaust piping, ulter muffler, honda s200 fpr, CAI with fujita filter
At a glance, those arent number we understand, so can you convert them for us?

~Dv8
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Old 10-28-2011, 06:21 PM   #33
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Quote:
Originally Posted by Dv8 View Post
At a glance, those arent number we understand, so can you convert them for us?

~Dv8

damn i totally forgot that i have to translate those units it will be like that: 252,7 HP and 231 Nm at the crank shaft at about 7700 rpms

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Old 10-28-2011, 07:52 PM   #34
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It's just a 3.5 with T2 intake sitting on a T1ECU for now. I figured I'd pull it before swapping out the 3" exhaust for factory cat/bpipe/muffler to see how much I drop after doing so.

Here's the "before" shot. Gimme a couple weeks for the after version.

The car is smooth and feels like it has great power, even if the dyno numbers aren't stellar. This is a 4th gear pull after 3 previous 4th gear pulls that had sketchy numbers due to bad pickup location... I didn't have time to let him cool the car down and do a fresh set.

rich

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Old 10-28-2011, 08:02 PM   #35
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what is the cost on those readings and what are they called and purpose for the test. I guess I already know the purpose but please enlighten me.
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Old 10-31-2011, 11:55 AM   #36
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Originally Posted by hustlav6 View Post
damn i totally forgot that i have to translate those units it will be like that: 252,7 HP and 231 Nm at the crank shaft at about 7700 rpms
Power is not at the crank-shaft, nor did it really spin to 7700rpm's. Check your facts.

I did the conversion to American HP since you didn’t.

Max MOC is 252.7 KM & 185.8 Kw (kilowatt-derivative of hp), rounding them off shows 253 & 186 respectively.

Max Moment is 231 Nm (Newton Meters-derivative of TQ).


The lines and peak power output after 7200-7300rpm are a product of a dyno spike initiated after letting off of WOT, that is not a power reading like the peak numbers would imply. The real power reading stopped at 7200-7300rpm.

Based off the graph, I would estimate the Max Moment (Nm) to be in the 225 range @ 5300rpm & Max MOC in the range of 185KM/137Kw@6300-6600.

The dyno Max MOC is calculated in KM, with an unknown conversion to Kw. I translated the KM to Kw with a 35.5% difference in value. I then applied that value to the KM of 185 and came up with the value of 137Kw.

Running the Nm and Kw numbers through a unit converter (http://www.mr2ownersclub.com/converter.htm)for the American crowd to make sence of the numbers is:

184whp 166lbft

A typical Legend 3.2.



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GT-R 3/7/15 9.2 @151MPH | 12/19/13 994whp 895wtq Dynojet 186 1/2 Mile
16 yrs and counting. To many Experts, not enough Results. Where are yours? Retired Legend 616WHP@18PSI 10/11 12.1@124MPH 02/12 N/A 234whp 229lb-ft 13.7@99mph 95 deg. 06/07 Lexus IS-F Nitrous 11.3@123MPH 392WHP 372WTQ I/H/E N/A-Ladies car now.
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Old 10-31-2011, 12:58 PM   #37
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Mulligan!!!! ^^^^ thats some first class "check yourself"
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Old 10-31-2011, 03:31 PM   #38
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Quote:
Originally Posted by Dv8 View Post
Power is not at the crank-shaft, nor did it really spin to 7700rpm's. Check your facts.

I did the conversion to American HP since you didn’t.

Max MOC is 252.7 KM & 185.8 Kw (kilowatt-derivative of hp), rounding them off shows 253 & 186 respectively.

Max Moment is 231 Nm (Newton Meters-derivative of TQ).


The lines and peak power output after 7200-7300rpm are a product of a dyno spike initiated after letting off of WOT, that is not a power reading like the peak numbers would imply. The real power reading stopped at 7200-7300rpm.

Based off the graph, I would estimate the Max Moment (Nm) to be in the 225 range @ 5300rpm & Max MOC in the range of 185KM/137Kw@6300-6600.

The dyno Max MOC is calculated in KM, with an unknown conversion to Kw. I translated the KM to Kw with a 35.5% difference in value. I then applied that value to the KM of 185 and came up with the value of 137Kw.

Running the Nm and Kw numbers through a unit converter (http://www.mr2ownersclub.com/converter.htm)for the American crowd to make sence of the numbers is:

184whp 166lbft

A typical Legend 3.2.



~Dv8
well you got it a little bit wrong, MOC means POWER , MOMENT means TORQUE , KM(koń mechaniczny) is direct translation of HP(horse power)

and it goes like that max power noted by dyno is 252,7 cca 248 HP and max torque is 231 Nm (newton meters) which corresponds 170 ft lb ,

1 HP(the same as KM) = 0,73 kW which is 253 x 0,73=184,63 kW, which is not typical for type I legend as it has power at crank rated at 151 kW

HP is not a derivative of kW, 1 HP = 0,75 kW

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Power is not at the crank-shaft, nor did it really spin to 7700rpm's. Check your facts.
in my country dynamometers measure power on engine in other words "on crank shaft" , yes my engine spins to about 7700 revs i can show you a vid of WOT hit with trans at N , with engine redlines at 7700 rpms


you got it wrong with "real numbers reading" the car was shifting after 7500 RPMs i saw that for my own eyes, cloud of blue smoke from tail pipe was a side effect of engine being on very high revs when throttle was decreased , dyno counts engine revs as long as wheels speed increase, so i simply do not believe your theory, they measure lot of cars every day and this dyno is guarantee for car owners which payed a lot of money to increase power of their cars, are you suggesting they are lying to their clients?

Last edited by hustlav6; 11-01-2011 at 03:49 AM.
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Old 11-01-2011, 09:28 AM   #39
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Quote:
Originally Posted by hustlav6 View Post
well you got it a little bit wrong, MOC means POWER , MOMENT means TORQUE , KM(koń mechaniczny) is direct translation of HP(horse power)

and it goes like that max power noted by dyno is 252,7 cca 248 HP and max torque is 231 Nm (newton meters) which corresponds 170 ft lb ,

1 HP(the same as KM) = 0,73 kW which is 253 x 0,73=184,63 kW, which is not typical for type I legend as it has power at crank rated at 151 kW

HP is not a derivative of kW, 1 HP = 0,75 kW



in my country dynamometers measure power on engine in other words "on crank shaft" , yes my engine spins to about 7700 revs i can show you a vid of WOT hit with trans at N , with engine redlines at 7700 rpms


you got it wrong with "real numbers reading" the car was shifting after 7500 RPMs i saw that for my own eyes, cloud of blue smoke from tail pipe was a side effect of engine being on very high revs when throttle was decreased , dyno counts engine revs as long as wheels speed increase, so i simply do not believe your theory, they measure lot of cars every day and this dyno is guarantee for car owners which payed a lot of money to increase power of their cars, are you suggesting they are lying to their clients?

I Ďam suggesting what I see from your graph.

I didnít get anything wrong. Re-read my original response, its very clear and easy to follow. I also never edited it....
KM/Kw are provided with their respective power conversions. I provided you with the real peak numbers they represent, not the exaggerated ones after 7300rpm.

There is something very wrong with your engine and/or drive train if you believe in your funky power band.

Unless you have a slipping clutch, pressure plate or some really messed up timing there is no other explanation for the clear downward drop in power at around 7200rpm and then a huge gain for 500rpm to 7700rpm.
You donít have variable valve timing so that spike at the end is abnormal and looks to me as a dyno spike cause by the dyno drum after a WOT pass. A chassis dyno measuring Power at the crank...? Please, I call that using a calculator. People want to know Wheel HP first, BHP last.

If you honestly believe in your powerband, then fix the major dip at 7200rpm and re dyno to prove me right & wrong.

~Dv8
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16 yrs and counting. To many Experts, not enough Results. Where are yours? Retired Legend 616WHP@18PSI 10/11 12.1@124MPH 02/12 N/A 234whp 229lb-ft 13.7@99mph 95 deg. 06/07 Lexus IS-F Nitrous 11.3@123MPH 392WHP 372WTQ I/H/E N/A-Ladies car now.
Go-Kart 35whp 29wlbft http://www.2slik4u.com/
My Garage

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Old 11-01-2011, 12:18 PM   #40
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there is a possibility that this dyno counts first power and tq on wheels and after it stops (this drop at 7200rpms)it finally sketches max torque and max power lines at engine (with power loss through whole rpm range added)

Quote:
A chassis dyno measuring Power at the crank...? Please, I call that using a calculator. People want to know Wheel HP first, BHP last.
yes this is odd and different than US standards, but in my country dynamometers counts power on engine, probably as you said WHP + drivetrain loss = max hp at crank

if you use formula this formula (max torque x rpms of max torque)/ 7077 you will get (231 x 5250)/7077=171 KM(power unit) on wheels when you add value represented by lowest line which is max drivetrain loss of 85KM , 171+85=256 KM = 185 kW of max power it just make almost perfect sense

Quote:
There is something very wrong with your engine and/or drive train if you believe in your funky power band.
dyno operator told me the same when i asked wtf is that drop and huge spike after that, i was searching through their dyno data base and no automatic trans car was having even similar graph, so that is not something caused by dyno, operator or any equipment error

only possible remedy for this situation is replacing a trans for newer AT or MT, but that is not in my budget for now, because the car is going for sale
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