DYNOED Today, Questions
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From: Tallahassee, FL
Mike, DYNOED Today, Questions
Guys,
here is a link to my dyno run today in my gallery. I have a few questions. First of all, let me describe the runs.
The maximum speed we could run this dyno was 130mph. so the run on the picture was done up to 125 and 5000 rpm. The runs were done in third gear. Seemed like it was still climbing when we let off of it. Weight entered into the computer was 4800??? Not sure about this one. To get a flat curve, he approached 72mph in third and then punched it. We did not want it kicking back down to 2nd. he then ran it up to 125mph. This thing was screaming!!! He used a REALLY large floor fan (5 ft diameter) directly in front of the truck when it was running. This was a Mustang Dyno. he also removed my stock O2 sensor and put in an ADS Wideband sensor to read my airfuel ratio. Now on to the numbers.
Airfuel:
3800rpm, 13.2
4600 rpm, 12.8
5000 rpm, 11.9
Max Power: 242.3 @5000 RPM
Max Torque 260.6 @ 3250 RPM
Not sure why the hp is higher than Mike T and I expected. MIke and I felt like the truck was making about 280-290 at the flywheel. The operator felt like it was not a 1:1 ratio in 3rd with the TQ lockedup. However, we did the run just as Mike T and several other frequenters of these forums suggested. Two pulls in 3rd netted almost the same numbers. The operator also let the truck do a "Run Down" after the pulls, all the way to zero mph. This was just the procedure of letting the truck coast to a stop.. took a few minutes to do this. My truck was on the dyno for about an hour, while he calibrated his dyno, etc. We had to set the "max safe speed" in the dyno configuration to 130mph.
I personally feel like it was reading high for some reason. Mike and I expected anywhere from 200-225. Could this have been skewed if my truck weighs a little more than what was entered on the dyno? What is also a little confusing is a pull done in 2nd. The numbers for that were:
Max Power: 172.3
Max Torque: 372.4
Funny, if you take the difference of the two (2nd & 3rd) you get around 205, which is much closer to what we expected. I was very happy but don't think I can accurately say that my truck made 242 RWHP.
DOES ANYBODY HAVE ANY INSIGHT as to what my numbers should be???
12/14/2002 - DYNO 97 f150, 4.6 Liter with MODS
here is a link to my dyno run today in my gallery. I have a few questions. First of all, let me describe the runs.
The maximum speed we could run this dyno was 130mph. so the run on the picture was done up to 125 and 5000 rpm. The runs were done in third gear. Seemed like it was still climbing when we let off of it. Weight entered into the computer was 4800??? Not sure about this one. To get a flat curve, he approached 72mph in third and then punched it. We did not want it kicking back down to 2nd. he then ran it up to 125mph. This thing was screaming!!! He used a REALLY large floor fan (5 ft diameter) directly in front of the truck when it was running. This was a Mustang Dyno. he also removed my stock O2 sensor and put in an ADS Wideband sensor to read my airfuel ratio. Now on to the numbers.
Airfuel:
3800rpm, 13.2
4600 rpm, 12.8
5000 rpm, 11.9
Max Power: 242.3 @5000 RPM
Max Torque 260.6 @ 3250 RPM
Not sure why the hp is higher than Mike T and I expected. MIke and I felt like the truck was making about 280-290 at the flywheel. The operator felt like it was not a 1:1 ratio in 3rd with the TQ lockedup. However, we did the run just as Mike T and several other frequenters of these forums suggested. Two pulls in 3rd netted almost the same numbers. The operator also let the truck do a "Run Down" after the pulls, all the way to zero mph. This was just the procedure of letting the truck coast to a stop.. took a few minutes to do this. My truck was on the dyno for about an hour, while he calibrated his dyno, etc. We had to set the "max safe speed" in the dyno configuration to 130mph.
I personally feel like it was reading high for some reason. Mike and I expected anywhere from 200-225. Could this have been skewed if my truck weighs a little more than what was entered on the dyno? What is also a little confusing is a pull done in 2nd. The numbers for that were:
Max Power: 172.3
Max Torque: 372.4
Funny, if you take the difference of the two (2nd & 3rd) you get around 205, which is much closer to what we expected. I was very happy but don't think I can accurately say that my truck made 242 RWHP.
DOES ANYBODY HAVE ANY INSIGHT as to what my numbers should be???
12/14/2002 - DYNO 97 f150, 4.6 Liter with MODS
Last edited by f150intally; Dec 14, 2002 at 09:50 PM.
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From: Virginia Beach, VA
Without a baseline, it's hard to say. I would suspect that if anything your estimated weight was maybe a bit low, as the 4x4 and Lariat combo would make for a fairly heavy truck.
Another point of interest is the differences between specific dynos. Having spoken with a guy that has run several of same and different types, he felt that regardless of type there will be some tolerance differences. In one example they had two Mustang dynos in the same shop, one moblie and one fixed. One of the two would consistently show slightly higher numbers even though they were the same make and model dyno.
Given that baseline numbers may vary due to calibration and build quality, and the variance in different dynos it's easy to see IMO how equal builds might vary 15-20 HP or more on the dyno. Something as small as the luck of the draw plug indexing on a new vehicle could change output.... and when you combine ALL the variables it can add up farily quick.
Another point of interest is the differences between specific dynos. Having spoken with a guy that has run several of same and different types, he felt that regardless of type there will be some tolerance differences. In one example they had two Mustang dynos in the same shop, one moblie and one fixed. One of the two would consistently show slightly higher numbers even though they were the same make and model dyno.
Given that baseline numbers may vary due to calibration and build quality, and the variance in different dynos it's easy to see IMO how equal builds might vary 15-20 HP or more on the dyno. Something as small as the luck of the draw plug indexing on a new vehicle could change output.... and when you combine ALL the variables it can add up farily quick.
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Joined: Mar 1998
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From: Virginia
Hi Jay,
I'm glad you called us on this, as those numbers are indeed a bit high, and indicate making a peak of about 308-312 HP at the flywheel, almost a 100HP gain for your 4.6. It's true that we *can* add that much power and even more without going to a blower, ported heads, nitrous, etc., but not with the stock fuel system in a 1997 F-150 4.6 at your level of modifications.
From our discussion today, it sounds to me like this was just a normal result of a couple of errors; the weight that was dialed in may have been too low (you're around 5400--5500 lbs.), and there may have been some software issues as well. It's obvious that the run done in 2nd gear was *WAY* off, having twice as much peak torque as peak horsepower generally only happens in turbodiesels & a few 9000 rpm Honda motors.
I haven't seen any of these plots yet, but in general, we don't advise running around trying to find another dyno to show what t we think it should say based on your modifications, as that may or may not ever happen. Usually people are complaining because they went to a Dynojet and got numbers too low, in this case, it's a Mustang dyno that's giving you numbers higher than expected. It's an *excellent* example of how you just have to take chassis dyno numbers kinda tongue-in-cheek, and not think of chassis dynos as some dead-accurate machine as there are significant variances from one dyno to the next; even with 2 identical models side-by-side in the same building using the same operator, you won't get the same results. Dyno numbers are *relative*at best, not dead-accurate or "absolute."
To give you an example of how one of our well known F-150 Online members is tracking his performance & power levels, the quickest naturally-aspirated F-150 on this site is Neal the HP Freak's 1999 5.4 2WD Extended cab Sport model, which is making somewhere in the neighborhood of 350 HP (flywheel) or so at this point. He's been running low to mid 14's for the past 2 years, and next time out, if he can get back to his normally consistent 2.0 short times, he'll crack into the 13's. He's run a string of 2.0 shrot times with 14.5 second ET's. Last time out he had ZERO traction, running a 14.52 but with a 2.4 second short time (in other words, he lost 4 tenths in the short time alone to traction problems, but *still* ran a 14.52), and that was *before* his last 2 rounds of modifications.
Over the years, Neal has been referring to other software programs such as DragMath, etc. to determine approximate power levels and power gains from each of his modifications, based on correct vehicle weight and ET's & trap speeds. And all thru these past 3 years, at each stage his ET's & trap speeds have basically agreed with our estimates of what his power numbers should be, the 2 have been very close, within about 15 HP or so. We've had the advantage over the years of getting some testing done on higher-end eddy current chassis dyno's of many of our modifications, backed up by track testing, and thus from that *combination* of data overall have a good idea of just what kind of power a given F-150 in a given state of modification should be making.
Local shops with chassis dynos can have anything from skilled operators & high-end hardware to the more frequently found less experienced operators using more affordable equipment, it's just a a natural function of cost. These days, we're seeing more & more shops install a dyno, which is a good thing as it gives more people access to a good tuning tool, but you also end up in many cases with operators who have not had any significant previous dyno experience. We see more and more trying to get A/F/s by sniffing the tailpipe & swearing that's accurate because the person that sold them that equipemnt told them so, and so on. The point being, as more and more dyno's pop up, we get more and more operators with less *prior* experience, and that combined with all the perfectly normal variations in dyno performance can all add up to some very significant variances in observed power numbers. Almost never do you see a climate-controlled test cell maintained at 77 degrees F for example, & so one day you might make 20-30 more HP than another day just because of variances in temperature alone, and "corrections" just don't always mean a whole lot.
Now of course, I have no idea as to the quality of the operator that did your work, nor do I mean to imply anything negative about them and I want to be clear about that. All we can really say is that the power numbers in 3rd gear look too high, and the 2nd gear run I'd throw out altogether.
The bottom line is, most people need to look at their local shop with a chassis dyno as just a reference point and a tuning tool, not as some dead-accurate measurement of power.
Spend some time at the drag strip & working with something like DragMath or a similar program etc., and by having correct vehicle weight and 1/4 mile ET's & trap speeds (whuch means getting to the drag strip), then you can get a better picture of what kind of output you're really making. While programs like DragMath don't take into consideration the coefficient of drag (almost none of those programs do), which means you'll get HP numbers that are a little bit lower than reality, it will still be close enough for valid ongoing comparisons, as it's usually pretty consistent as you do more and more modifications. Neal has done some very nice ground work there with his setup over the years, proving out his power levels.
I wouldn't be too upset by this, just chalk it up to experience, your first time on any dyno with that vehicle. Just think of how you would have felt if you got numbers that were LOWER than they should have been instead of higher!
Hang in there & I'll talk to you after I get a chance to look at the data you're sending us.
I'm glad you called us on this, as those numbers are indeed a bit high, and indicate making a peak of about 308-312 HP at the flywheel, almost a 100HP gain for your 4.6. It's true that we *can* add that much power and even more without going to a blower, ported heads, nitrous, etc., but not with the stock fuel system in a 1997 F-150 4.6 at your level of modifications.
From our discussion today, it sounds to me like this was just a normal result of a couple of errors; the weight that was dialed in may have been too low (you're around 5400--5500 lbs.), and there may have been some software issues as well. It's obvious that the run done in 2nd gear was *WAY* off, having twice as much peak torque as peak horsepower generally only happens in turbodiesels & a few 9000 rpm Honda motors.
I haven't seen any of these plots yet, but in general, we don't advise running around trying to find another dyno to show what t we think it should say based on your modifications, as that may or may not ever happen. Usually people are complaining because they went to a Dynojet and got numbers too low, in this case, it's a Mustang dyno that's giving you numbers higher than expected. It's an *excellent* example of how you just have to take chassis dyno numbers kinda tongue-in-cheek, and not think of chassis dynos as some dead-accurate machine as there are significant variances from one dyno to the next; even with 2 identical models side-by-side in the same building using the same operator, you won't get the same results. Dyno numbers are *relative*at best, not dead-accurate or "absolute."
To give you an example of how one of our well known F-150 Online members is tracking his performance & power levels, the quickest naturally-aspirated F-150 on this site is Neal the HP Freak's 1999 5.4 2WD Extended cab Sport model, which is making somewhere in the neighborhood of 350 HP (flywheel) or so at this point. He's been running low to mid 14's for the past 2 years, and next time out, if he can get back to his normally consistent 2.0 short times, he'll crack into the 13's. He's run a string of 2.0 shrot times with 14.5 second ET's. Last time out he had ZERO traction, running a 14.52 but with a 2.4 second short time (in other words, he lost 4 tenths in the short time alone to traction problems, but *still* ran a 14.52), and that was *before* his last 2 rounds of modifications.
Over the years, Neal has been referring to other software programs such as DragMath, etc. to determine approximate power levels and power gains from each of his modifications, based on correct vehicle weight and ET's & trap speeds. And all thru these past 3 years, at each stage his ET's & trap speeds have basically agreed with our estimates of what his power numbers should be, the 2 have been very close, within about 15 HP or so. We've had the advantage over the years of getting some testing done on higher-end eddy current chassis dyno's of many of our modifications, backed up by track testing, and thus from that *combination* of data overall have a good idea of just what kind of power a given F-150 in a given state of modification should be making.
Local shops with chassis dynos can have anything from skilled operators & high-end hardware to the more frequently found less experienced operators using more affordable equipment, it's just a a natural function of cost. These days, we're seeing more & more shops install a dyno, which is a good thing as it gives more people access to a good tuning tool, but you also end up in many cases with operators who have not had any significant previous dyno experience. We see more and more trying to get A/F/s by sniffing the tailpipe & swearing that's accurate because the person that sold them that equipemnt told them so, and so on. The point being, as more and more dyno's pop up, we get more and more operators with less *prior* experience, and that combined with all the perfectly normal variations in dyno performance can all add up to some very significant variances in observed power numbers. Almost never do you see a climate-controlled test cell maintained at 77 degrees F for example, & so one day you might make 20-30 more HP than another day just because of variances in temperature alone, and "corrections" just don't always mean a whole lot.
Now of course, I have no idea as to the quality of the operator that did your work, nor do I mean to imply anything negative about them and I want to be clear about that. All we can really say is that the power numbers in 3rd gear look too high, and the 2nd gear run I'd throw out altogether.
The bottom line is, most people need to look at their local shop with a chassis dyno as just a reference point and a tuning tool, not as some dead-accurate measurement of power.
Spend some time at the drag strip & working with something like DragMath or a similar program etc., and by having correct vehicle weight and 1/4 mile ET's & trap speeds (whuch means getting to the drag strip), then you can get a better picture of what kind of output you're really making. While programs like DragMath don't take into consideration the coefficient of drag (almost none of those programs do), which means you'll get HP numbers that are a little bit lower than reality, it will still be close enough for valid ongoing comparisons, as it's usually pretty consistent as you do more and more modifications. Neal has done some very nice ground work there with his setup over the years, proving out his power levels.
I wouldn't be too upset by this, just chalk it up to experience, your first time on any dyno with that vehicle. Just think of how you would have felt if you got numbers that were LOWER than they should have been instead of higher!
Hang in there & I'll talk to you after I get a chance to look at the data you're sending us.
Last edited by Superchips_Distributor; Dec 16, 2002 at 12:45 PM.
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Joined: Jan 2001
Posts: 51
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From: York, Pa, U.S.A
Attn. Mike, If you could, please Help
Hello Mike, and all who have posted on this Thread. Mike I was just wondering, I saw that you gave f150intally an estimated Hp reading. I was wondering how you did this? I myself was considering a dyno run to figure out if all this money I spent on MODS really helped me out a good bit. I realize there is some tools you can purchase which alow you to enter your engine size, mods, and so fourth to give you a est. Hp reading. I personaly don't have the money to go out and buy this equipment, and if I did I would be spending it on MODS LOL.
Without starting a big domino effect I was wondering if there would be anyway you could do the same for me. I have been reading some posts of people who did the dyno run and from what I seeing, I might be better off saving my money. No offense to those who did, but it looks like from what I read, you can get an accurate reading without the extra $$$$$. I understand if you can't do this for me, but I thought it wouldn't hurt to ask. All I'm really concered about is getting a fairly accurate estimate to my Hp/T might be, give or take. The more I think about it I really hate to spend the money on a dyno run, at least until I'm done Moding my truck.
If you could do this Mike I would be greatly in debt to you!!! In my signature I have posted my current Performance Mods. Either way Mike, I appreciate your time in reading my post. Thanks again Rolling Rock 1978
PS. I'm still considering the Dual Fan Kit from you, if you could please post the Phone Number again for me. The only reason I have been holding out on it is the instalation. I semi mechanicaly incline, but far from a mechanic.
Without starting a big domino effect I was wondering if there would be anyway you could do the same for me. I have been reading some posts of people who did the dyno run and from what I seeing, I might be better off saving my money. No offense to those who did, but it looks like from what I read, you can get an accurate reading without the extra $$$$$. I understand if you can't do this for me, but I thought it wouldn't hurt to ask. All I'm really concered about is getting a fairly accurate estimate to my Hp/T might be, give or take. The more I think about it I really hate to spend the money on a dyno run, at least until I'm done Moding my truck.
If you could do this Mike I would be greatly in debt to you!!! In my signature I have posted my current Performance Mods. Either way Mike, I appreciate your time in reading my post. Thanks again Rolling Rock 1978
PS. I'm still considering the Dual Fan Kit from you, if you could please post the Phone Number again for me. The only reason I have been holding out on it is the instalation. I semi mechanicaly incline, but far from a mechanic.
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From: Tallahassee, FL
Rolling Rock, with Mike's instructions, the fan kit install was probably one of the easiest installs. I even thought it was easier then my superchip (more on that later). The hardest part is getting the old fan off. The rest just takes a little time. My ECU bracket was one that had that damn lip on it and I had to pull the bracket out of the truck to bend the lip straight. That was way more frustrating to get out because of the top bolt. Then fan kit is actually a pretty fun install and is not too hard.
You really would be guessing on horsepower as well. Our estimates were just educated guesses. Also, I bought all of my parts from Mike so they are the parts that he sells. That is probably why he has a good idea because they test the parts they sell.
P.S. How do you like your shorty headers? Could you notice any difference?
You really would be guessing on horsepower as well. Our estimates were just educated guesses. Also, I bought all of my parts from Mike so they are the parts that he sells. That is probably why he has a good idea because they test the parts they sell.
P.S. How do you like your shorty headers? Could you notice any difference?
Last edited by f150intally; Dec 17, 2002 at 11:04 AM.
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From: southington ct usa
Horsepower is work done over time. I believe its something like 550LBS one meter in 1 second. If the dyno operator didn't start the measurement until 72 MPH, he may of altered the reading.
If you are already making power, when more power is applied and then metered, the amount of work being done to spin the rollers faster will be less if they are already moving at a good clip to begin with. To some degree.
Its hard to accuratly Dyno an automatic, because of "kick Down in gear" and torque converters.
I'm not familuar with a Mustang Dyno, I know on a Dyno-jet, there is a way of measuring drivetrain losses from letting it "spin down" from wide open. A trained operator can look for "spike" and where the curve changes. This number added to peak numbers gives flywheel hp.
Dynos are only a tool. Lower your tire pressure, and watch you numbers drop. Over inflate your tires and you'll see and increase, due to less resistance.
4800lbs, is close I weighed my EX-Cab 2wheel, 1/2 tank of fuel, and it was 4760lbs. Someone who could answer your questions is Shawn O'Leary at Dyno Jet 1-800-922-4993 ext 115.
If you are already making power, when more power is applied and then metered, the amount of work being done to spin the rollers faster will be less if they are already moving at a good clip to begin with. To some degree.
Its hard to accuratly Dyno an automatic, because of "kick Down in gear" and torque converters.
I'm not familuar with a Mustang Dyno, I know on a Dyno-jet, there is a way of measuring drivetrain losses from letting it "spin down" from wide open. A trained operator can look for "spike" and where the curve changes. This number added to peak numbers gives flywheel hp.
Dynos are only a tool. Lower your tire pressure, and watch you numbers drop. Over inflate your tires and you'll see and increase, due to less resistance.
4800lbs, is close I weighed my EX-Cab 2wheel, 1/2 tank of fuel, and it was 4760lbs. Someone who could answer your questions is Shawn O'Leary at Dyno Jet 1-800-922-4993 ext 115.
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From: Tallahassee, FL
Jstang,
thanks for the reply. We started the run in 3rd to avoid the kickdown to second gear. 72 is about the lowest I could start it without it kicking down to 2nd. The dyno operator seemed pretty knowledgeable. Why does a TC locking up have anything to do with the numbers? As long as your tranny is in a 1:1 ratio right?
I realize it is only a tool and is not accurate. I had several opinions from folks on how to perform the run. All suggested the way we did it. If you'll notice in my post, the operator did do a "spin down". Also, my truck is a 4x4 with 17" wheels and rims. Additionally it has the towing package and a stereo system installed. Also a toolbox in the bed, etc.,etc. so I think the wait was a lot lower in the computer than my truck actually weighs. I'm going to have it weighed this week. Thanks for the help.
- Jay
thanks for the reply. We started the run in 3rd to avoid the kickdown to second gear. 72 is about the lowest I could start it without it kicking down to 2nd. The dyno operator seemed pretty knowledgeable. Why does a TC locking up have anything to do with the numbers? As long as your tranny is in a 1:1 ratio right?
I realize it is only a tool and is not accurate. I had several opinions from folks on how to perform the run. All suggested the way we did it. If you'll notice in my post, the operator did do a "spin down". Also, my truck is a 4x4 with 17" wheels and rims. Additionally it has the towing package and a stereo system installed. Also a toolbox in the bed, etc.,etc. so I think the wait was a lot lower in the computer than my truck actually weighs. I'm going to have it weighed this week. Thanks for the help.
- Jay
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Joined: Mar 1998
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From: Virginia
Hi RR1978,
How we know how much power someone is making is by pure sheer *experience*, plain and simple, and we have more experience modifying these vehicles and testing parts than any other company I know of that specializes in modifying F-150's. We have specialized in modifying these vehicles for many years, this we *know* what a given modification will do within a very small range, assuming we have a basically healthy motor with even compression. So when we say someone is making about "X" amount of power, you can count on them making what we say because we've done those very same modifications hundreds, if not thousands of times, and on a good eddy-curent dyno as well.
For example, we know what virtually every commercial "name brand" intake kit for the F-150 makes on each engine offered (4.2, 4.6 & 5.4), and we know what virtually ever "name brand" cat-back exhaust system makes, because we spent 23 exhausting months doing dyno, street & track testing just on commercial intake & exhausts alone. And so on, with each area of modification.....................
If you want to know what power your vehicle is making, take it to a good eddy current chassis dyno. Sure, we'll do that just for you, & nobody else would would ever see that and expect us to do the same thing, right?
How we know how much power someone is making is by pure sheer *experience*, plain and simple, and we have more experience modifying these vehicles and testing parts than any other company I know of that specializes in modifying F-150's. We have specialized in modifying these vehicles for many years, this we *know* what a given modification will do within a very small range, assuming we have a basically healthy motor with even compression. So when we say someone is making about "X" amount of power, you can count on them making what we say because we've done those very same modifications hundreds, if not thousands of times, and on a good eddy-curent dyno as well.
For example, we know what virtually every commercial "name brand" intake kit for the F-150 makes on each engine offered (4.2, 4.6 & 5.4), and we know what virtually ever "name brand" cat-back exhaust system makes, because we spent 23 exhausting months doing dyno, street & track testing just on commercial intake & exhausts alone. And so on, with each area of modification.....................
If you want to know what power your vehicle is making, take it to a good eddy current chassis dyno. Sure, we'll do that just for you, & nobody else would would ever see that and expect us to do the same thing, right?
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From: York, Pa, U.S.A
Mike I'mmmmmmmmmmm Sorry!!!!!!!
Mike as I said I do appreciate you reading my post and at least concedering it. But did you really need to be so rude at the end of your post?
" If you want to know what power your vehicle is making, take it to a good eddy current chassis dyno. Sure, we'll do that just for you, & nobody else would would ever see that and expect us to do the same thing, right?"
Mike, I realize your a well respected member of this fourm, but I really don't need your sarcasim. I simply asked you a question you could have be polite in saying no, instead of trying to make me look like an A$$. I can tell you this much, I'm surprised you sell anything if you treat everyone who asks you a question this way.
I would like to appoligize to anyone else if this post offends you, I'm truley sorry, however I'm 24 years old and don't need to be treated like a little kid. Never once since I have been chatting on this site have I ever been treated so rudley, not to mention dissapointed!!!!! Rolling Rock 1978
" If you want to know what power your vehicle is making, take it to a good eddy current chassis dyno. Sure, we'll do that just for you, & nobody else would would ever see that and expect us to do the same thing, right?"
Mike, I realize your a well respected member of this fourm, but I really don't need your sarcasim. I simply asked you a question you could have be polite in saying no, instead of trying to make me look like an A$$. I can tell you this much, I'm surprised you sell anything if you treat everyone who asks you a question this way.
I would like to appoligize to anyone else if this post offends you, I'm truley sorry, however I'm 24 years old and don't need to be treated like a little kid. Never once since I have been chatting on this site have I ever been treated so rudley, not to mention dissapointed!!!!! Rolling Rock 1978
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From: Tallahassee, FL
Mike,
did you get a call today from "Sean" from NRG performance? He called me today after dynoing my truck Saturday and was lookin for a source for SuperChips. I gave him your number. He was the dyno operator for my runs Saturday. He owns NRG performance here in Tallahassee. They are predominately an Import Ricer shop. There is a large market here for trucks (especially in the redneck riveria known as the panhandle) but no one worth buying anything from.
Talk to you later,
- Jay
did you get a call today from "Sean" from NRG performance? He called me today after dynoing my truck Saturday and was lookin for a source for SuperChips. I gave him your number. He was the dyno operator for my runs Saturday. He owns NRG performance here in Tallahassee. They are predominately an Import Ricer shop. There is a large market here for trucks (especially in the redneck riveria known as the panhandle) but no one worth buying anything from.
Talk to you later,
- Jay