Does anyone have them to post? I've done lots of searching and there are plenty of opinions and ideas....but little evidence. I based lined my F-150 today on a Dyno and I'm curious if people have actual results (no vendor results or butt-o-meter analysis) to show what gave them good improvements.

Thanks,
Stu

 

what did you baseline?

 

why the tease what were your numbers? dont tell us you did it in 2nd gear


https://www.f150online.com/galleries...w.cfm?num=9331

 

Here is my Dyno. I ran 6-7 cycles and these were the most common. And no, it wasn't in second gear. Turned the OD off, spooled up to 30-35 mph and then stood on it.
http://putfile.com/pic.php?pic=1/2700454133.jpg&s=x4

So by baseline, I mean this is my zero. From here I can re-dyno my truck after any mods and see what the difference is. My plan is to put on an intake and exhaust, dyno and then reprogram the computer...and redyno. I'd like to see if others have done this to see what has worked and what hasn't provided any good results.

 

IT DOESNT MATTER WHAT GEAR YOU RUN ON A DYNOJET.

If you want you can dyno in reverse. And normally the numerically higher the gear ratio the LESS power you see, this is most often noticed with gear changes, your dyno hp might drop, but you know it accelerates faster.

 

You did this or the dyno operator? You went through the gears if you did that. Lame

 

I "drove", but I only did what the dyno operator told me to do. I'm not an expert at this stuff....

 

This is the way to dyno our trucks, copied directly from the Edge manual:

"Evolution FORD 4.6 and 5.4 Liter

Using a dynamometer (dyno) to measure the power output of a vehicle is a popular and very accurate method to check the performance gains achieved when making modifications to a vehicle. Traditionally, you would select a gear that would provide a 1:1 ratio through the transmission. This is usually 4th gear on a manual transmission or 3rd gear on a 4 speed automatic transmission. Using these gears provides the most accurate
power rating because the results are not affected by the torque multiplication which can occur when using lower gears.
The F150, however, will not be able to run a full dyno run in 3rd gear. The wheel speeds generated are higher than most dynos will allow. The simple solution is to perform all dyno runs in 2nd gear, although this method can present problems due to the F150’s torque management control system.
Torque management is nothing new. Manufacturers have been using it to control rev limiters, speed limiters and traction control for many years. The F150 also uses torque management to control the actual rate of acceleration of the vehicle. There is also torque management present when the transmission is placed in 1st and 2nd gears. The torque management can cause erratic and inaccurate dyno results. Because of the torque
management, it is moderately difficult to achieve accurate results from dyno runs.
Currently, the most consistent and accurate method of performing dyno runs is as follows:
• Obtain a scan tool that allows for “Active Command” modes. The Hickok NGS™
is the one Edge Products uses for testing and also the recommended tool. (Note:
Diagnostic modes may vary between tool manufacturers and some options may not
be available, including “Active Command” modes.)
• With the vehicle in “Drive” and using the scan tool in “Active Command” mode,
select 2nd gear and lock the torque converter. This will prevent the transmission
from shifting into 3rd giving you a clean run over the full RPM range.
• Accelerate the vehicle to between 1750 and 2000 RPM. Maintain a steady RPM
before beginning your run. To achieve consistent and accurate results, all
subsequent runs should be made from the same RPM starting point.
• Complete your dyno run as normal.
This method should provide accurate performance results.
Note: Performance calculations may vary from dyno to dyno, even among dynos of the same model. Calculated performance values will also vary based on many factors including vehicle condition, ambient weather conditions, geographic location (altitude), fuel quality, and other factors. The gains you achieve may be higher or lower than the average advertised gains achieved during testing. This is normal and does not necessarily
indicate a problem with the product."

 

The link doesn't work for me...

 

The spikes in the graph are the torque management

 

on my 5.4, i dynoed 265.0 hp and 282.9 tq at the wheels with stock tune, stock intake, magnaflow SISO kit, Jusnes Modified Efans, and ASP pullies.

With a tune, the max HP increased by about 5 hp, but the band was about 15-20 higher across the RPM range, with a max tq of 303.3 and a lot smoother. Ill post up a chart soon, i have to find all the graphs..