Here are my dyno numbers with the mods listed below. What I found most interesting was the area under the curve on the low end of the graph in 6th gear vs. 5th. The green line is 6th gear, and the other 2 are 5th. There is almost a 75ft/lb different between 5th and 6th gear at 1730 RPM. The numbers are all about 15% below factory flywheel ratings which is what I consider normal. I'm pleased. Now if only the Juice or TST would come out. ;D

** Edit **
All the runs were done on a Dynojet 248C. There is a Mustang Dyno in the area but they're having problems with it right now, so I couldn't test there as well. I'll try later.

 

Interesting, the scotty and 4 inch exhaust dont seem to help the HP any while stationary. In fact, I have seen slightly higher numers (277 hp) for a bone stock truck but it was on a mustang dyno. I guess the exhaust and air box mod will really help when you upgrade to the edge or tst.

 

I don't make a claim of power increases on the dyno with the Scotty boxes...we did see an improvement on the dyno one time...only. Possibly attributed to dyno operator or error?
However, we noticed on a stock truck better mid rpm range throttle response loaded. Add a fueling box and it responds even more on the open road.

The RAM AIR 3 works best in the real world with its RAM AIR design for egt reduction. ;D

 

Yeah, the exhuast and Scotty 3 made no difference in overall horsepower from what I gather. I knew that Scotty made no claims of power incresase, and I'm fine with that; I wanted them more for EGT reduction when a box comes on.

If I mess with the SAE correction smoothing a little bit I can get the numbers up higher, but I've got them set to what the dyno operator uses on his. Uncorrected the numbers go way up.

I was just more surprised of the differences in torque from ~1000 RPM to ~2100 RPM when making a 6th gear pull vs. a 5th gear pull.

 

My bone stock truck @ 3000 miles did 269.9hp/499 Torque on a dynojet.

A couple months later it did 274 on the same dyno but had 4" exhaust (stock air filter still though).

Vaughn

 

LinearX
I think I may have a possible explaination for the difference between 5th and 6th gear. I think the engine itself is under a larger load in 6th gear while trying to accellerate the drum (less gear advantage). Therefore the boost comes up quicker (lower rpm). But there is more driveline loss in 6th gear therefore the peak numbers are slightly lower. In the real world you would not see this difference especially when you are under a constant speed, high load situation like pulling a load up a hill.

The Boss Hog
(Just my two cents )

 

[quote author=The Boss Hog link=board=20;threadid=23279;start=0#msg218552 date=1070626410]
LinearX
I think I may have a possible explaination for the difference between 5th and 6th gear. I think the engine itself is under a larger load in 6th gear while trying to accellerate the drum (less gear advantage). Therefore the boost comes up quicker (lower rpm). But there is more driveline loss in 6th gear therefore the peak numbers are slightly lower. In the real world you would not see this difference especially when you are under a constant speed, high load situation like pulling a load up a hill.

The Boss Hog
(Just my two cents )
[/quote]

Yeah, I know the engine was under greater load in 6th gear. Doing a pull in 6th was really just mental ************ for the dyno operator and myself. We wanted to see what kind of power difference we'd see.

As for real world, I know that 6th is going to be a dog doing anything with weight on it. I just thought it was neat.

Vaughn -- If I alter the smoothing factor the numbers will change. I could also turn off the SAE correction, but that's kind of cheating. ;D If I do that the numbers jump to 269/486. That doesn't look too bad after all. I think I might start telling everyone that just to see what kind of reaction I get. ;D