Had to brag! Richard Brown made 807 on a DynoJet in Cali this past week with his 03 truck

He used water/meth and Nitrous to break the 800.

Single turbo, TST, Flux injectors!

I dont have his Diesel only numbers from this last dyno, but when he made the 700 something a few months back, he was making 634 on Diesel Only.

Don~

 

WOW!!!

Good to see the 3rd gen get up there... guess the learning curve is flattening out abit and we'll maybe catch up with the 12valve guys.

 

nice ...

what turbo?

 

I dont know. Richard says it is classified at this time.

It is not a radical turbo or anyhting. That much I know. It is off the shelf.

Don~

 

Don, you've virtually ruined any chance of me making and taking bets during next weeks New Years drags(Sacramento Raceway)!! LMAO!!

Fear not Chapter #21 buddies it was not me pushing 800 hp!!

800 hp out of a 3rd gen is very impressive!! Do you have any information on where this happened as I'd really like to take take a look in person. Pm me.

Richard Brown
Chapter #21 President

 

LOL. Your the wrong Richard Brown. LOL.

Well, not the "wrong" Richard but the wrong Richard for this case.

Browns Diesel Service in Riverdale is the "right" Richard.

Check the TDR for the 807 HP thread in the 3rd gen forums for plenty of details.

Don~

 

Riverdale is around 230 feet ASL! Richard uses a Dynojet!

No correction factors were applied. These are numbers very similar to the ones you would get at any near sea level DynoJet. Not the altitude corrected stuff you get in the Rockies of Utah or Colorado, etc.

Don~

 

http://www.tdr1.com/forums/showthread.php?t=146977

Here is the link to the TDR, being that Don can not access that site for some reason. I need to move to the west side of the US where they really know how to make HP.

 

i always took a dyno jet to give incorect readings from a turbo diesel, just because their is no load applied...

load cell or do not waste your time is what i have been told...

 

The 248C Dynojet provides less of the load needed to make the best HP with larger single turbos and some large twins sytems. Most shops have a 248C. A handful of shops have a 248HW. Which is the heavy/wide version. It gives more load and is wider to accomodate a dual rear tire truck. The HW is rare. Richard did not use the HW. He used the "C" like nearly all shops use that have a Dynojet. Some have the little baby ricer dyno called the 224. Stay awa yfrom them for big power measuring.

I have always maintained that if you can make good HP numbers on a light DynoJet then you are ahead of the learning and power curve of many others. This is from experience on all types of dynos.

A long argument can go on and on about dynos with the general public really only having a small piece of the entire pie of information. Dyno owners were sold products by salesman and many have a one-sided view of their products VS others products down the street at another facility. This is true of all the owners of different brands.

The real skinny gets lost in brand wars and misinformation being spread by ALL the manufacturers that sell the dynamometers to shops. They embelish their product and discount the features of others products. They are all guilty.

If a guy can make power on a DynoJet and the numbers are not altitude corrected, he will have no trouble making power on a load type dyno. With exceptions for the smaller double roller stuff that Mustang made for lower power applications that usually result in tire slippage from our engines with higher power.

IMO, the best HP measuring tools for the average dyno owner are the ones that use the least user input. This gives human interference less of a chance to change outcomes. Not to say that the adjustable dynos are not good. Many are great and even border on "the best" title for some applications and their measuring abilities. But ,with input I can in effect make a 100 HP change on the measurement I get with some of the adjustable loading dynos at the 600 HP level. Change the rate at which the load is applied or the weight of the vehicle or both. Superflow, Mustang and Dyno Dynamics all have software to compare the numbers their dynos read back to a DynoJet run. You can run them all in DynoJet comparison mode. Which is supposed to measure the power and give you a number similar to the DynoJet. Some work better than others, some just dont work. Not for our trucks anyway. Since the DynoJet is more prolific by huge numbers it has become the standard at which most HP comparisons between owners of cars and trucks use to compare data and results.

No single type or brand of dyno is perfect for our application. The best method is to use a dyno that is local and you can use over and over again. Be it a DynoJet, Mustang, DD or whatever. If you want the ability to compare numbers to others in your area of interest or group like the Diesel truck groups for example use a DynoJet becasue they are everywhere and many shops have them. Do not use altitude correction factors if your buddy lives in Utah and you live in Dallas for example. Use the raw numbers measured in "actual HP"

Don~

 

i know the last time we were on a mustang he would say if you made 600hp on a mustang, that would be like 670 on a dynojet, i really was not sure about what he was saying, other than their was a big difference...

up here there is 10 to 0ne mustangs compared to dynojet and the only dynojet i know of will not do the diesels, because of the hp errors, he has a 248c

 

Some of the Mustangs like the model 1750 can run in inertial mode. No loading. Many guys that have used these dynamometers have compared these runs back to back with the 248C and been close.

Rip Rook dynoed around 580 on an inertial Mustang and the same day hit the DynoJet and made 613. He is only a few feet, literally, above sea level.

Another guy on here dynoed 585 on a Mustang and 580 on Dynojet. He did these runs on the same day. The Mustang ws used in inertial mode for the run.

The DynoJet is a different beast than the load type dyno. The Dynojet uses a known weight of drum, a precision timer/clock, and a revolution counter to get you an acceleration number. It is by nature a very basic animal.


I often refer to it as a drag strip. They share many of the same things.

1)The strip has a 1380 foot distance. The DynoJet has a known drum weight.

2)The strip has a set of timers that begin counting when the electronic beam is broken on both ends and gives you a number, in seconds, it takes for the vehicle to travel that distance. Likewise, the DynoJet starts the clocks when you begin the run and it measures the time, like an ET clock, to accelerate the weight and gives you a HP number from this time measurement. Since we have known how much HP it takes to accelerate known weights long before the advent of the internal combustion engine we get a simple graph of the power measured. Like you get a time slip at the race track.

3)The times you get at the track in terms of ET and MPH are not changeable. You, as a driver, have zero control over this. As a Dynojet user you have zero control of the measurement either.


These commonalities of the two basic systems is the main reason the HP calculated at the drag strip using known formulas are always very close to the HP graph shown by the DynoJet. They are cousins.

That being said, some of the larger turbo systems have some difficulty getting spun up before the RPM range the engine is designed to make MAX power at has passed.
Since many Diesels have a lower RPM range and gain RPM faster than many gasoline engines the time needed to spool and make the best pressure is small. IN contrast to a gas engine that can rap out 9000 or more RPM and have more unit time than the typical Diesel to get the turbo spooled up.

IMO, you cant beat a repeatable tool. Like a machinist needs a consistant measuring micrometer to make the same parts over and over, the tuner, part designer/developer needs a repeatable measuring system to make the same HP over and over. A repeatable instrument is needed more than many think about.

Of course we have the 300,000 up to over 5 million dollar load bank dyno systems that use cooling towers and airflow systems to more accurately simulate the wind resistance and cooling effect at 70 MPH the big OEM's use, but those are out of most peoples range in price. Without a proper cooling sytems and airflow, a load dyno used for long duration runs is not going to have the level of repeatability as the fast inertial systems that rely very little on airflow for a few short runs.

Don~

 

I wonder what he can pull on a superflow dyno at30% load?

 

Good info on Dynos for sure.. Well said..

We started getting errors on a large industrial Superflow at a Detroit dealer in Calgary back in 02, as the water was heating up over the day.

At 30% load, we were holding back about 400 hp. I think for the 6-800 crowd you would be well into the 40% valve area.

I Liked the Superflow, it was repeatable and easy to operate. Also it was not for the quick flick dragsters as we started at max RPM and pulled down to 1800 Rpm. A real killer if you didn't have the air...LOL..

 

Hey Don, That 1380 is that a Texas 1/4 mi. LOL. Thanks Steve B.