Need help with Boosted 5AT
08-23-2012, 08:20 PM
#21
hmm, it's just weird because he did a bunch of pulls. we were tuning for 1.5 hours...
I'm not sure what you are talking about picking up on RPM, unless you are talking about those dynos where you clip on a sensor to a coil pack wire... this dyno is all load based so the RPM should be associated with the roller speed.
I'm not sure what you are talking about picking up on RPM, unless you are talking about those dynos where you clip on a sensor to a coil pack wire... this dyno is all load based so the RPM should be associated with the roller speed.
08-23-2012, 08:34 PM
#22
How about for $hits and giggles you go try out a different dyno and see how the rpm match up to what the dyno reports.
Edit: My reasoning is that it would be much much cheaper to diagnose for like $50 versus $5k for a swap or built tranny. Also you can record it and post it up to get some more help in to your issue on hand.
Edit: My reasoning is that it would be much much cheaper to diagnose for like $50 versus $5k for a swap or built tranny. Also you can record it and post it up to get some more help in to your issue on hand.
Last edited by faiz23; 08-23-2012 at 08:36 PM.
08-24-2012, 05:07 AM
#26
Thats why you "calibrate" the dyno session to the vehicle. The dyno asks you to get the car up to 3000 RPM and hold it while it calibrates. It then uses that as a basis to calculate RPM. This calibration was done the same way in April and also back in october.. yet my most recent dyno plot shows up like this. I've been going to this guy for a long time and never had this issue. I've been on his dyno probably 10 separate times.
found this in the manual for the dyno:
Eng/Rl RPM Rt Engine / Roll RPM ratio –
measured ratio of engine RPM
to roll shaft RPM – can be used
to detect tire slip in manual
transmission vehicles, or
automatics when in torque
converter lockup.
Calculated From Roll Speed The engine RPM value is computed based on the
dynamometer’s measured speed. This input yields a very high
quality engine RPM value, but may not be accurate if wheel slip
is encountered, and can only be used in a single gear, and only
with manual transmissions.
Roll To Engine RPM
Conversion
If engine RPM is being calculated from the dynamometer’s
speed input, then this value represent the multiplier used to go
from dynamometer roll-shaft RPM to engine crankshaft RPM.
This value is the calibration value resulting from the calibration
routine discussed below
Calibrate Speed Based RPM This button will display a calibration screen used to calibrate the dynamometer’s roll shaft speed to the engine’s RPM. The
operator has only to specify the engine RPM value to calibrate
to, drive the vehicle in the gear that will be used for testing at
the specified RPM, and click the “OK” button.
just pulled it out of this document: http://www.mustangdyne.com/mustangdy...ers-Manual.pdf
found this in the manual for the dyno:
Eng/Rl RPM Rt Engine / Roll RPM ratio –
measured ratio of engine RPM
to roll shaft RPM – can be used
to detect tire slip in manual
transmission vehicles, or
automatics when in torque
converter lockup.
Calculated From Roll Speed The engine RPM value is computed based on the
dynamometer’s measured speed. This input yields a very high
quality engine RPM value, but may not be accurate if wheel slip
is encountered, and can only be used in a single gear, and only
with manual transmissions.
Roll To Engine RPM
Conversion
If engine RPM is being calculated from the dynamometer’s
speed input, then this value represent the multiplier used to go
from dynamometer roll-shaft RPM to engine crankshaft RPM.
This value is the calibration value resulting from the calibration
routine discussed below
Calibrate Speed Based RPM This button will display a calibration screen used to calibrate the dynamometer’s roll shaft speed to the engine’s RPM. The
operator has only to specify the engine RPM value to calibrate
to, drive the vehicle in the gear that will be used for testing at
the specified RPM, and click the “OK” button.
just pulled it out of this document: http://www.mustangdyne.com/mustangdy...ers-Manual.pdf
08-24-2012, 02:03 PM
#34
oh damn, that is scary. I didn't factor that in when I was installing. hmmm come to think about it, the belt that I ordered did seem a bit small when I was installing it. I had to modify the belt tensioner to give it some more range. Won't a bigger crank pulley also then overspin the alternator/powersteering? why would they make it bigger thank stock?