|
Dyno vs. Dragstrip Tuning
#1710733
12/14/14 10:04 PM
12/14/14 10:04 PM
|
Joined: Jan 2005
Posts: 866
Winnipeg ,Mb. CA.
chryco
OP
super stock
|
OP
super stock
Joined: Jan 2005
Posts: 866
Winnipeg ,Mb. CA.
|
Hi! Hypothetically speaking , If you receive an engine from the builder and have all the numbers after the dyno testing and tuning. All set up for max torque and HP. At aprox. the same altitude and weather conditions. What further tuning would be needed as far as timing , jetting , etc. would be needed at the track? I`d appreciate your input.
Thanks !
Gas is fer washin' parts ....Alky`s fer drinkin' ...Nitro`s fer Racin'!
|
|
|
Re: Dyno vs. Dragstrip Tuning
[Re: chryco]
#1710734
12/14/14 10:10 PM
12/14/14 10:10 PM
|
Joined: Jul 2004
Posts: 19,318
State of confusion
Thumperdart
I Live Here
|
I Live Here
Joined: Jul 2004
Posts: 19,318
State of confusion
|
When I did dyno my stuff it was just to check for leaks, get a base tune then tweek it so I can put it in the car then hit the track which is where the REAL tuning starts. 
Last edited by Thumperdart; 12/14/14 10:13 PM.
72 Dart 470 n/a BB stroker street car `THUMPER`...Check me out on FB Dominic Thumper for videos and lots of carb pics......760-900-3895.....
|
|
|
Re: Dyno vs. Dragstrip Tuning
[Re: racerx]
#1710744
12/15/14 04:15 PM
12/15/14 04:15 PM
|
Joined: Feb 2003
Posts: 12,675
Columbia, CT
moper
I Live Here
|
I Live Here
Joined: Feb 2003
Posts: 12,675
Columbia, CT
|
It all depends on the dyno, the operator, the environment, and ultimately the differences between those and the real-world environment of the chassis it's going in. Most street cars generally display a drop of some sort when comparing mph numbers vs a dyno slip. I've always attributed these to shops that use the tricks noted already, test at 160° water temp, run sprint car type dyno headers, no parasitic losses, etc. While a purpose built race car might not show much of a change the tune should not be identical when you go from the bell and airflow meter to an under-hood drop base aircleaner, and from large tube, equal length sprint chassis headers to a set set of smaller tube, unequal length, small collector chassis headers with a full exhaust.
Well, art is art, isn't it? Still, on the other hand, water is water! And east is east and west is west and if you take cranberries and stew them like applesauce they taste much more like prunes than rhubarb does. Now, uh... Now you tell me what you know.
|
|
|
Re: Dyno vs. Dragstrip Tuning
[Re: quickd100]
#1710752
12/15/14 08:34 PM
12/15/14 08:34 PM
|
Joined: Jun 2003
Posts: 52,972
Romeo MI
MR_P_BODY
Master
|
Master
Joined: Jun 2003
Posts: 52,972
Romeo MI
|
Quote:
I always try and use the headers that are going in the chassis and weld in the EGT bungs and O2 bung. After tuning for best timing, A/F ratio, spacers and whatnot I'll put the airflow meter on to see what the engine is actually using. Also try the aircleaner assembly they want to use, fan and alt. I've opened a few eyes by showing how bad or good some of their stuff is.
My 605 LOST 117hp bolting up my 3-1/2" dual exhaust with X-pipe and 3-1/2 Ultra-Flows over open headers and collectors. A friends resto 440 mag lost 22hp using a factory dual snorkel aircleaner assembly over an open style element.Dave 
There is nothing out there for exhaust on a engine
of that size unless you start looking at diesel exhaust
(a pair of them).. even with dyno testing I have
always had to tweak it in on the track for each day
if the weather is way different... the dyno tweaks
it in for that day
|
|
|
|
|
I ended up opening the dyno room doors, turned off the pusher fans and left the exhaut fans on and redid the pulls to see how much differences I found. Test, test and test some more 
Another thing to keep in mind is not only the weather on the day of the dyno tuning but the altitude as well as the density altitude at the dyno and race tracks 
When I dynoed my 470 w/906`s and a solid Isky cam, we used my headers and even mounted the alt. but it wasn`t charging.......... 
