fal308 wrote:Cool trip Sounds like you had fun. No problems at all?
airfuelEddie wrote:Nice pics Steve! Wow, my R/T at 50 MPH has around 2300 RPM's at 60 MPH you are litening to the 440 plant sing at 3000 RPM's with 3.54 geared Dana I wish for 16 MPG but get around 10 or so. I havent calculated it accurately. It does get roughly twice the MPG from the 'Old Tune' and a bunch more power! The gearing shouldnt effect the chassis dyno RWHP output since it measures torque and interpolates the HP from this measurement regardless of wheel speed. At least thats what they told us during our Chassis dyno certification. Diesel Trucks we tested would only turn to 2500-3000 RPM's depending on the engine design and programmer,(engine management system) and this was on a SuperFlow Chassis Eddy Current load cell.
Thats not to say that at 200 RPM a measurement could be taken. It's a mathmetical formula that for gasoline engines is 5250 RPM. For diesel it's another formula since diesel burns much slower than gas and has a much lower operating RPM than gas. But think about it for a second. Gearing has nothing to with power production. The power band changes. if you make 200 RWHP which is what my W-150 360 mag truck made at a certain RPM and change the gearing, the power curve on the dyno will happen sooner. Thats it. If gearing changed power everyone would use a 12 speed! Gearing only changes when the power will be made. At least thats from my understanding. I could be wrong about this too.Goldenblack440 wrote:airfuelEddie wrote:Nice pics Steve! Wow, my R/T at 50 MPH has around 2300 RPM's at 60 MPH you are litening to the 440 plant sing at 3000 RPM's with 3.54 geared Dana I wish for 16 MPG but get around 10 or so. I havent calculated it accurately. It does get roughly twice the MPG from the 'Old Tune' and a bunch more power! The gearing shouldnt effect the chassis dyno RWHP output since it measures torque and interpolates the HP from this measurement regardless of wheel speed. At least thats what they told us during our Chassis dyno certification. Diesel Trucks we tested would only turn to 2500-3000 RPM's depending on the engine design and programmer,(engine management system) and this was on a SuperFlow Chassis Eddy Current load cell.
Thanks Ed, i wish you had of been there at the dyno run - the guy didn't know Mopars from a bar of soap. And i didn't feel comfortable with him behind the wheel revving it up either.
Jon wrote:What a great trip, that takes some serious trust in your machine. Glad your Chally was up to the task and manager to avoid the roos. Always wanted to see Australia the way you just did. Maybe someday.
I remember as a kid we did a 1400 mile run up to the Pacific Northwest. Slept just off the road in a tent. Ate dinner with a tire iron (poor planning), bathed in the frigid Salmon River in Idaho. Great memories as I bet you have.
dave-r wrote:The best Dyno is the drag strip.
If you know your exact weight you can work out what horsepower you made getting there. Plus you have to "keep on it" 30 ft past the finish line to get a true MPH average.
Your MPH will tell you what your rear wheel horsepower is.
The ET will tell you how much HP you got to the track.
As long as you do not have a strong head or tail wind it is probably the best Dyno there is.
airfuelEddie wrote:To be honest Steve, Ive never even heard of this type of load chassis dyno as you described! Are both hubs attached to the cell? The speed sensors are accurate to within 1 RPM so this 'slippage' from the tires is strictly accounted for! we can simulate hills, long grades, drag racing, load pulling, ect