bcl

Thanks power_slide, but I'm working 80hour weeks and don't have time to even take my own car out. As a guide hub > 6f (cv) > mainline > dd 6f (post 2006) > dd 6f (pre 2006) If Spiro hasn't updated his software from the old 6f he was using (about 2 years ago) then I guarantee you will get sub 400, and I'd quess a 380-390 on Spiro's dyno. You can't blindly compare a run with another dyno, unless you know how that dyno reads as a guide, and I've had a few cars on Spiro's dyno with his old software. And if you go to another tuner telling them that the car has come from somewhere else the only fair way to assess the other tuners run is to log throttle response. Tuners just love to get new business from other tuners; it's a double win. My opinion is you will get consistent results from Jim's dyno when mapping mph from his power levels, and I've mapped mph v power using the same dyno from 121 mph to 132 mph. That is mph improvements were consistent with power improvements. If you take you car to another dyno you will not prove anything other than confirm that those 2 dyno's read differently, and I can guarantee they will. There is something not right with this run, as it is not consistent with results of others at those power levels with the ZF. I’ve analysed the results of many others guys runs (I have a spreadsheet), and you can tell a lot about the power level from the second half track. 96mph is very slow to half track. You should be at 99 to 102 as a guide. But slow launch and wheelspin would have contributed. Your 2 half track time is also off the pace a bit, not a lot. 4.05 instead of around 3.8 to 3.9 seconds that I’d expect. However, your mph pickup is 25.5, where I would have expected closer to 29-30mph pickup at a 420 power level from Jims dyno. Are you getting full traction on the second half track with worn tyres? Have you had the car back on the dyno after the convertor was done? I’d put some MT’s on just to see the difference that makes. Jim will be back in 2 weeks, and I'm sure would be happy to talk with about it. Brian

I don't know what the problem is. You should have the power to run a good time. Here are my results copy and pasted from my thread, based on Jims dyno with my BF with ZF. wsid 05/03/2008 11.59 sec @129.87 mph 2.069 sec 60' --- 660' 7.68sec 98.63 mph -- straight pump fuel - street trim & 1886kg weight - 21c temp - stock motor & stock 6-speed auto & diff - Toyo tyres wsid 20/03/2008 11.43 sec @127.87 mph 1.956 sec 60' --- 660' 7.55sec 97.45 mph -- straight pump fuel - street trim & ?????kg weight - 23c temp - stock motor & stock 6-speed auto & diff - MT tyres wsid 02/04/2008 11.04 sec @128.01 mph 1.751 sec 60' --- 660' 7.19sec 99.76 mph -- straight pump fuel - street trim & ?????kg weight - 23c temp - stock motor & stock 6-speed auto & diff - MT tyres wsid 07/05/2008 11.01 sec @127.50 mph 1.756 sec 60' --- 660' 7.15sec 101.91 mph -- straight pump fuel - street trim & ?????kg weight - 23c temp - stock motor & stock 6-speed auto & diff - MT tyres - New Tunehouse exhaust Note: Runs above use straight Shell Vpower racing out of bowser (100 ron) March 2008 I had around 420 on Jims dyno, May was 440. With around 450-460 I did a a 132mph pass. I would expect that with around 370 on Jims dyno you'd do a high 11 with around 121 to 123mph, better time with good launch. I found mph can vary 1 to 2 mph for a power level, but is generally indicative of the power level. A bit of practice under the belt definitely makes a difference, and those March 2008 runs were amongst my first (and slow), around 2 sec 60'. Brian

From memory with the 10" rim on the rear a 35 offset was about right on the BA. However you need to look carefully at the true width of the tyres, as they are not all equal, and their can be a big variation. I had Pirelli Corsa 285's and they were a genuine 285+, and I had to run negative camber as well. A cheaper tyre will probably fit more more easily. It's not just about rim width. Brian

Very good result, with a good mix of components, but you need a bigger image than just 5k, as it's a bit too small. Brian

No problems. Hub will always read higher, due to not having heat, wheel slip, friction etc power loses. Any dyno will derive a power figure based on many factors. Dyno dynamics have various shoot modes, that will give different values. 4 years ago they changed shoot 6f power readings, as they believed they were understating what they believed were 'correct' value for the turbo Ford. You have to be vary careful comparing figures across dynos,as figures are easily fudged by people who want to inflate figures, not that I'm accusing anyone of doing so. Many dyno places using smoothing, to hide any irregularities. At the end of the day it is a tuning tool. As I've stated before look at average power, not necessarily peak power, economy, smoothness of delivery, lack of any spikes or surging etc, and establish a good relationship with your tuner. The Tunehouse hub dyno is the most accurate that I've come across in terms of what you see on the dyno is what you feel on the road, and from my BF experience my increases in MPH at the track have closely reflected changes in power on the dyno. I've seen cars run on the Tunehouse dyno with boost and power spikes that have not shown up on other dynos. My 3 Ford turbos have had their fair share of dyno runs across 3 different states over the past 7 years. I hope this helps. Brian

We know that it's the diff ratio. What we don't know is why 3.14 was being used previously. Back on topic, this is a hub dyno, so wheel size is irrelevant. Brian

My initial reaction was 2.73 is the correct ratio for the ZF. All my Tunehouse graphs with the ZF going back to 2007 have 3.14, although I don't have my graph available from last month to check. Best to contact Tony in the morning, as Jim is away. Brian

On my BA F6 I took off my 6-pot Alcons and replaced with some FG 6-pot Brembos. Brian

I did about 50 drag passes with between 350 & 400rwkw, a number over 130mph and 11 flat. Gearbox was fine, but I had it serviced. If tuners are overly aggressive on shifts you will get problems, and more likely to bend (or worse snap)the input shaft when pushed. Brian

I expressed another view to my wife that was not well received. The “female” factor in this election has distorted the results, which should have easily led to a lib victory. That is, a significant percentage of females voted labor only because it’s leader was a female, rather than any rational reason. For that reason we are now left with hung parliament, rather than a clear lib victory. Now that I’ve voiced my sexist view I’ll go back and hide. Brian

ZF is in a different league to the BTR. Far stronger and smarter. Some guys have had quite a few BTR rebuilds. Can't say the same about the ZF. And this is a thread from 4 years ago. Brian

I bought a similar turbo off a forum member last year at a good price. Brand new. Basically T04Z, custom built, internal wastegate, Ford exhaust housing and can use standard exhaust manifold and exhaust I.e it fits in the factory position. I picked up about 40rwkw over modified factory turbo that I had been previously using. It is a cheaper option than high mount extractors, custom dump and external wastegate. Change required is to inlet plumbing for bigger compressor inlet, and I changed over to braided lines. As a guide, rated to around 450rwkw shoot6f with 98, and good on the street. Works well with a stronger ZF, as I have a stronger torque convertor. I’d rate it as the next logical step up from a standard turbo, as you don’t have all the extra exhaust costs. The next step up from that is high mount bigger turbo, extractors, and custom dump if you want 500+, but then I'd need bigger injectors again and have less streetability. Brian

Bad luck. The weather bureau got it right! Brian

I doubt anyone would run over 350rwkw with a completely "stock" turbo on 98. Flapper valve is a standard mod, and has been for 7 years. People usually refer to standard as stock plus flapper mod only. 470 (assume 6f) out of a standard is very good, but often it depends on fuel used as to how much you can push it, and putting as much boost as you possibly get into it. Brian

Bad luck Spiro. As you strengthen each component in the drivetrain you find the next weakest link. What was once strong may no longer be strong enough. Your persistence is admirable. Good luck. Brian

Congrats Mal. Go for another girl to even it up..... or get the snip before she gets clucky again. Brian

I sent my 2 units back last week, after forking out $1,590 for 2 xcal3 units, so it will be interesting to see how long it takes to get the refund back. Has anyone got their refund back, and if so, what was the turnaround time? I've requested a bank account direct deposit, as I assume Herrod know how to do that. Brian

Other software.

Hub dyno rpm is true rpm. On the roller the only way to know is to read from the ODB2, and then estimate the power lost through slippage. Brian

On that dyno that's far more impressive than the peak number. On that dyno 400@4000 is a very strong car; 400@3500 is not really for the street (the 1200NM is the killer). To an extent this was an R&D exercise, with E85, convertor,larger high mount turbo, extractors & external wastegate mated to THR exhaust. There's a market out there for AWD conversions. We have moved so far since 2003/2004, it far beyond expectations. Brian

Yes, no need to drop the diff. I know one of the guys here has changed one at the track (he had previous experience at it, and had a spare). Brian

This was a brief for Jim to get the most out of the stock motor, knowing the motor won't last. This is not a 98 tune, it is a hard E85 tune. Jim often detunes how hard it (boost)comes in, as the car, even in stock form can be undrivable. My BF, tuned last week, is detuned, even with a larger than stock turbo, and I'm running the same modified convertor as Dario. I did not want it coming on too hard, as it can't be controlled on the street. Dario could not control it on the track. The convertor makes a huge difference, as does E85, as does an intentionally aggressive tune. Brian

Yes. I'm pushing over 450rwkw with a modified turbo & upgraded ZF.

My BF F6 will be changed over to Atomic when Jim gets backs from O/S. The Nizpro's currently installed don't hold up at higher rpm under load. I've seen a number of 450+ rwkw cars in the last 6 months with Atomic, and they do the job well. I haven't had anything to do with Crow, so can't comment. Brian

Awesome work Mark.