Quote:
Originally posted by jmott
On the Mustang Dyno, the load is adjustable, so you can simulat the various loads on the car that you experience at various vehicle weights and speeds etc.
dynojets just have a free spinning wheel, so the load is fixed.
Tuning on a dynojet can have drawbacks since you may not get detonation there, but out on the road when loads increase you do.
its always good to do some street tuning too.
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jmott hit the nail on the head. The load bearing dyno is especially crucial on a turbocharged motor, where the boost produced is proportional to vehicle load. A turbo car making 10 psi on a dynojet can make 12 or more psi in the real world...you can imagine the potential disaster if the A/F ratio was on the ragged edge on a dyno jet....on the street, it could lean out enough to start making some very expensive noises under the hood...
I have had my turbo car tuned on a dynojet when nothing else was available, but we left the fuel and timing VERY conservative as an extra safety measure.
Sanjay
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2001 M5 Black/Black, Vortech SQ, Supersprint headers, Tubi, Brembos, KW Variant 3, Dinan wheels/monoballs/S3 clutch/S3 rear subframe, etc....
2005 CL65 V12TT Black/charcoal, 550 rwhp/670 ft lbs, Reus audio
2005 Ford GT #1119, silver sans stripe, Whipple, 20 psi
2006 C6 Z06, Stage II cam, Ported TB, Kooks headers, Air Charger, Exhaust valve switch
2004 C5 Corvette, F55 Magnetic ride, Pioneer AVIC D1, ATI D1SC Procharger, minitub, Fikse Profil5
1990 C4 Corvette ZR-1 DOHC Lingenfelter 415 cid stroker, coilovers, Wilwood brakes, Fikse FM5
1991 Mustang LX Coupe 331 cid, Incon TT, Griggs, 6 speed, ABS, Big Stuff 3 w/coil on plug ignition
1978 Lincoln Mark V 460 TT/EFI behemoth project
etc...
Last edited by DoctorV8; 14th February 2003 at 19:57.
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