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Building Dyno Service
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You've probably heard various racers and engine builders/tuners talk about torque vs HP. Some say "torque is what moves the car", others say HP is all that matters. Well, you'll have to put me in the latter camp, because HP is the most important. Torque is how much twisting force you are putting on the drive shaft, typically measured in ft lbs. Horsepower is multiplying this twisting force by RPM (how fast you can keep applying this force).
If we didn't have gears, than torque would be more important. That's because in any 1 gear, the torque peak is where the car accelerates the quickest, producing the highest Gs. The torque peak can be important for launching the line, but after that HP is all that matters.
I'll try to illustrate with some numbers. Gears are torque multipliers. You can get most any torque you want, if you are willing to give up RPM. Say you have 400 ft lbs at 3000 RPM (228 HP) and 350 ft lbs at 6000 RPM (400 HP). If you stay in 3rd gear, you could get .4 Gs acceleration at 3000 (lets say 60 MPH) and .35 Gs of acceleration at 6000 (120 MPH). However, if you shifted 1st gear and put that 400 HP to work at 60 MPH, you could get, say .7 Gs of acceleration. You may accelerate the quickest in any 1 gear at the torque peak, but you will accelerate quicker in a lower gear at the HP peak.
Racing is all about quickest acceleration to get to the highest speed. Gears let you keep the acceleration high by keeping the engine in its highest HP range. For example, if your engine has peak HP at 6000 RPM, but pulls strong to 7000 RPM, you would probably want to shift at close to 7000 RPM, so when the revs drop back to, say, 5000 RPM, you are still in a high HP range.
Let's try some real examples, using Drag Racing Simulation Software. We'll try shifting to keep the engine around the torque peak, then letting the computer keeping the RPMs around the HP peak.
Condition Pk Tq Pk HP ET MPH Shift RPMs
Keep Engine at Tq Peak 270 274 13.43 99.46 4700
Computer keeps Engine at HP Peak 270 274 12.66 106.81 6800
Computer keeps Engine at HP Peak 270 268 12.60 107.74 6950
(broader HP peak)
Standard Power Curve
You can see the performance is much better when you keep the engine in the high HP range (12.66 ET) as opposed to the high torque range (13.43 ET). The graph below shows how keeping the engine in a higher HP range in lower gears produces higher acceleration rates.
To summarize, it is HP through the correct gear ratio which produces best performance. If you are building an engine, you want the highest average HP through the RPM range you will be using. For a circle track car where you don't shift, this can be a very broad RPM range. For drag racing with a high stall converter or very narrow ratio transmission, this may be a very narrow RPM range.
Kevin Gertgen graduated with a BS Mech Engr from Univ of MN, specializing in internal combustion engines. 12 years at Ford in the Engineering Center Dyno Lab and Transmission Dyno Lab. Started Performance Trends in 1986, doing software for engine and vehicle simulations. Kevin currently holds dozens of copyrights on engine, vehicle and testing programs.
Sydneys Expert Dyno Tuning
Pulse Racing Menai is Sydney's premiere Automotive & Dyno Tuning workshop dedicated to enhancing late model vehicles. We specialise in all ECU Dyno Tuning, Exhaust upgrades, Engine building, all enhancements & performance car servicing. Pulse Racing is regarded as the leading Subaru & Mitsubishi experts in Australia.Pulse Racing, is led by Paul Fisher, Australia's leading Subaru Dyno Tuning expert, where a professional team of highly trained mechanics & tuners perform all your mechanical & modification desires. The team spends countless hours on the road, dyno and track ensuring that all parts stand up to their rigorous expectations. Their very own Pulse Racing Evo Race car - Winner of World Time Attack Openclass 2010 - is a regular at the track and a testament to all that Pulse Racing can do to enhance & modify your car. The Pulse Racing technicians have the expertise & equipment including our very own Dyno Dynamics 4WD Dyno to Tune & Modify a wide range of vehicles.Pulse Racing prides itself on providing personalised, quality service & reliability. We take enormous pride in our workshop and the results that we deliver to our customers.The Pulse Racing workshop boosts the latest technology through their equipment, Tuning, and diagnostic tools. The workshop has is own sound reduced dyno cell, which houses the companies 4WD dyno, where all our custom dyno tuning takes place.
Pulse Racing has developed its own software called Pulse Edit – The purpose of this is to unlock the hidden potential in your Subaru, Mitsubishi, Ford or Holden ECU. We believe that proper engine management is critical to get the most out of your car. Pulse Edit allows us in depth access into everything in your ECU from standard features such as fuel, ignition, boost control, variable timing, even down to your safety features. With Pulse Edit your guaranteed the best possible Dyno Tune you can get for your car. We will only do custom dyno Tunes, where we put the car on our 4WD Dyno Dynamics dyno, we first give the car a before run on the dyne, then we set to work. A Pulse Edit Dyno Tune may take up to 4 or 5 hours, as we focus on not only increasing your horse power & torque, but also maintaining your cars value, reliability & safety.
What will a Pulse Edit Dyno Tune do for your car? Having the control over such a powerful ECU means firstly great throttle response (The power output of the engine increases), fuel economy will increase, so you'll get more mileage out of your fuel, drivability will be out of this world (idle smoothness, cold and hot starting, power delivery, and tolerance to altitude and weather changes) Not forgetting full power & torque! You'll get the most power out of a engine at all the load conditions, safely.
About the Author
Jill Fisher from Pulse Racing
www.pulseracing.com.au
Whats the problem with my Suzuki Rf 400R ?
I just had my bike serviced and dyno tuned. about 3 weeks later my bike starts to run on 3 cyclinders instead of 4 (16vavles). I have checked the plugs they are fine, no build up and all have a good spark. the thing that puzzles me is that the dead cylinder alternates between 2 cylinders, 2 and 4. its not using oil. My so called bike macanic cant figure it out either. Does anyone have any ideas of what the problem can be?
All wrong I'm afraid. I have owned several in line four Suzuki's and every single one of them has at some point or other ran on three cylinders. Suzuki's are well known for doing so. It helps if you take the fuel tank off and spray WD40 over the coils, low tension leads and high tension leads. I bet the bike runs on all four if you run it for a few minutes then switch it off and re start it. Mine all did. The fact that your mechanic hasn't heard its a common thing with Suzuki's suggests you should look for another mechanic! its a common problem and there is NOTHING WRONG!
(AFX UK Focus) 2010-05-03 03:32 Glance-PRESS DIGEST - Financial Times - May 3
Financial Times
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