HP numbers not the big deal here

[Mark_Kendrick]

I aspire to such heights but I fear that I am merely a measly 450hp

 

[Bob Wagner]

to see anything over 500 is awesome

600HP on #2 has a very elite crowd

 

[Mark_Kendrick]

Not trying to start a flaming war... just telling the truth!!!

Inquiring mind want to know!



I'm not flaming either. I can disagree and not get mad. I want to know how they did it. No more, no less.

 

[K_Arts]

I totally agree with you Mark.





Though there is no possible way ATS's truck on number 2, could even try to keep up with the big boys that are in the high 500's and 600's. Especially when all of the big dog 24v's are all running drugs (N20 and LPG).

Kev

 

[StakeMan]

It seems like there are some very narrow minded people posting here. I bet that at one time it was said that a VP pump wouldn't break 400 hp. Then someone did it. Then again with 500. Someone has to be the first!. If the dyno calibration is checked and they put down the same #'s then it would seem that some will be eating crow.



What kind of dyno does DD have Keith?

 

[StakeMan]

Sorry for getting off topic Briar.

 

[Briar Hopper]

How quickly you forget all the praise I once heaped on Diesel Dynamics, Keith. Let me clarify what I meant (though StakeMan sure said it best, twice) "The numbers don't mean much" , from certain people's viewpoint. Anybody can open the hood on a Cummins Ram and pour money in, and get the numbers. The real test , the real fun, the real challenge, is of man and machine at the track. That's how I feel. That's how a lot of my friends feel. Dyno numbers don't mean squat if you're in the 1. 5 RT group. (RT = reaction time) Or, for the pullers, you can't launch properly, or learn how to read the pulling track.

A dyno is merely a tool to measure progress. At some point in time, in the TDR, it became a contest.

I'd rather be a track king than a roller queen. Heck, I wouldn't even mind losing on the track, to friends. No biggie. Take it to the track... .

 

[Briar Hopper]

Sounds like we need a centrally located diesel event, with two or three carefully calibrated dynos, enough to accomodate everyone. A level playing field, so to speak. That ought to quiet down a few of us.

And a top-notch dyno repair technician on hand. $150 -$200 each, might cover the cost of such a "high-rolling" (pun intended) event. None of this SAE correction stuff. Do it right, like we do it in Indiana.

 

[KLockliear]

Stake, no flame here. I'm just saying that I haven't seen anyone else in the 500's on #2 besides us... if there were, it would have been out on this forum for sure. They come out at darn near 600hp and expect to get everyone to swallow it. Okay, cool. Put it on a dyno where someone else making big power is. That way we know the correction factor isn't an issue. For instance, Marks truck that made 532hp here with a 1. 08 correction factor would show over 600hp with 1. 25 correction factor commonly seen in Denver.



We use a Dynojet type inertial dyno for our testing, as we have found them to be the most consistent and repeatable. We can do multiple runs back to back at high HP levels with less than 1hp variance. That is a big key in R&D.



Briar, I'm not forgetting. I know about the money pouring thing... to a point. We've spent a lot and done a lot and we're not at the numbers they claim. I know what it takes and I don't think they've done the R&D (that's why they wanted to buy our stuff a while back).



The TDR has always made everything a contest. I agree with you that the track is one method of testing... and I'll be there on Saturday.

 

[KLockliear]

Originally posted by Briar Hopper

Sounds like we need a centrally located diesel event, with two or three carefully calibrated dynos, enough to accomodate everyone.

That would be cool, if I could get the bosses to commit to going. That's also one of the beauties of the Dynojet/Inertial design - no user inputs or calibrations. What you get is what you get. That's why you can't skew the numbers on them, other than with correction factors.

 

[Mark_Kendrick]

This is a FRIENDLY competition.



I want more power. I want more power. I want more power. I want more power. I want more power. I want more power. I want more power. I want more power. I want more power.



Keith, Briar, Stake,

I'm not in the high HP crowd but my truck is no slouch. If their're posting those numbers lets see what their doing right. when someone raises the bar it benefits everyone.



When my pockets get a little deeper I'll rise to the challenge. Until then I'll study the efforts of others while I wait for my 12 seconds of glory.



Later,

Mark

 

[DEZLPWR]

Well said, Mark!

I'm in the same boat as you... .

 

[Todd T]

I'm watching...

and in need of a new slushbox... if their's will hold up to Eric, i'm sure it will suit me fine



rottndogue here you go ATS

 

[StakeMan]

I thought the corection factor was to compensate for the altitude so that a dyno run at 5000 ft would be the same as 100 ft. Am I wrong?



Briar hit it on the head, a dyno is a tool to show progess.



Mark,

I am with you. I only have 300 hp for now. I hope to be raising that soon.

 

[Mark_Kendrick]

The correction factors for most dynos are for normally aspirated gas engines. They get thrown off quite a bit by diesels. I saw a quote in a thread yesterday or the day before on it. It explained why the correction factors seem to be extreme.



Basically our turbos really negate a large portion of 'altitude sickness'.



If what I read was correct most dynos don't have the instrumentation to compensate for altitude on a turbo diesel.

 

[KLockliear]

Mark, you got it, which is why I say same day, same dyno and the numbers are very comparable.

 

[Mark_Kendrick]

Shouldn't the operator be able to give you uncorrected numbers?



That would solve a lot of problems without having to travel.



All you really have to do is state the temperature, humidity and barometric pressure for the day if you want to find out how close numbers should be.



For most of the US (leaving out the rockies) altituge is uner 2k ft and out turbos take that in stride.



Later,

Mark

 

[DHRA]

I've said once and I'll say it again!

Okay,

I don't dyno in front of a crowd, my last dyno was on a dynojet, I agree that they are more accurate for hp. The reason I dyno alone, and don't post numbers is because the only thing that counts is the DRIVER! The track is my proving ground, and I am glad to see Keith racing. Like Briar said race, pull or watch from the sidelines!

HP has a direct relation to information, money and time. I also challenge a performance issue of altitude against hot humidity any day! I still believe that hot humidity affects a turbo diesel more than thin O2. I would like to get some real info on that though.

Has anyone contacted a water dyno operator for diesel tractors in the mountains? They usually have the SAE correction factors for the area.

I tried to dyno in CO but the dyno was not operable. My transmission swap created more problems than anticipated and we ran out of time leaaving me still working on dialing it in. I will post everything when I am dialed in.

 

[KLockliear]

Mark, yes, the dyno will give uncorrected numbers. That too could have some validity, but really a correction is preferred - there just isn't one for Diesels at this time. That's why if you want to compare one truck to another, do it at the same place, same time, same yardstick (dyno).



Stack'd, on the dyno the driver doesn't matter, that's what's nice about it. Pick a gear, pick an RPM and put it to the floor. Not too much to it.

 

[StakeMan]

I am sure there is a correction factor for diesels.