Oh and back on subject, I picked up just over 3 tenths and nearly 3 mph with the Apten ported eaton.

 

FYI Fellas,

HP is the inverse of Torque, that's how it's derived. If you check any engine, inline or V whatever the TQ and HP curve always intersect at around 5200 rpms. CE myself, but all you math majors chime in.

Shawn

 

WOW, nice reading Doug BIG Thumbs Up

NOW THATS WHAT I'M TALKING ABOUT
THANKS FOR SHARING KD AND CONGRATS

Obviously we want both Torque + HP, it's a delicate balancing act,
so more of one, the other, or both WILL HELP. But what made me go with the Porting is instead of loosing power in the upper RPM ranges (or not gain any more) like all Dyno's show we do, this instead now carrys that Power AND MORE further up to higher RPM's. IT'S ALL GOOD.............

If your really asking ? Basically I have a Mutt

JLP Cool Air Induction Box (piped in Stainless, not flexible hose)
JLP and or JDM Hi Flow Filter used inside the box (I always keep a Spare)
Two Diablo Chips
Delta Multi Program Chip, Tuned by JLP (bought from RWTD)
Sport Chip Tuned by RWTD (bought from Motor Haven) (My Spare)
South Florida Pulley Headquarters 4lb Lower Pulley
SFPH Dial-Ur-Boost Quik Change Upper Pulley System
SFPH Gator Back S/C Belt
Wes's "WASP" (Ported Eaton) (Yes it's V's original Case)
REM 55/65/75 HP Zex Wet Nitorus System
PSP Nitrous Plate
LFP Polished Billet Accu-Fab Single Blade Throttle Body
JJ's Plasma Booster (Multi Spark Ignition by Ignition Solutions)
Chicken Man/G.Evans Factory Tech Valve Body (Bought from the V)
JDM 58" Bars (all former ET'S with PSP Truck Traks)
JDM Boost By Pass Kit (worth it's weight in gold 2 years ago)
Lightning Enterprise PCV System
PSP Drive Shaft Loop
Bought through PSP's Customer, 28x10 Hoosiers / 16x8 AR Rims
JDM Breather (currently not using, got new PCV Fix)
DJM 2" Lowering Shackles
LFP Lightning Front + Rear Badge Overlays
Chicken Man Bling Bling Radiator Cover (Bought from V)
Polished Billet Window/Heater/Shifter ****+Buttons (Bought from V)
Clarion 100 Watt Sub Woofer / AMP
Bla Bla Bla.......

 

sometimes there is no torque reading, or the torque reading is faulty. This can happen because inductive and optical rpm pickups may not be perfect

post a smilely face when you showing the moderator "whats what " he did , be nice
----
Originally posted by Jim@JDM on 3-25-2001
First off, I would like to say that this will be my first and only post on this board.



BTW: that JDM post is pretty fricken old

 

sweeeet do you ever go out to S.A.R. ????

 

No matter what happens on a Dynojet with the lead disconnected

Dynomometers measure torque and calculate horsepower...

Kdanner - you are absolutely right - I have never misconnected a dynojet to my truck to and gotten just HP reading... I would try to do it right if I could... LOL

Doug

 

And Just what does that relate to in e.t.?

Jim

 

No. HP is derived by this formula already posted.

hp = (rpm x torque) / 5252

Your torque and hp will always be equal when your rpm is 5252. That is because:

hp = (5252 x torque)/5252
hp = torque

Now... what exactly is horsepower and torque? Horsepower is a measure of work. Torque is a measure of a rotational force. So, my understading of it is that torque is the what gets our trucks moving. HP is how much work is being done to move them over a given amount of time.This article appears to explain it pretty well:

http://vettenet.org/torquehp.html

One interesting quote in the article, although I'm not sure its acurate after reading the way Dynojet dynamometer measures horsepower is:
"Now, it's important to understand that nobody on the planet ever actually measures horsepower from a running engine. What we actually measure (on a dynomometer) is torque, expressed in foot pounds (in the U.S.), and then we *calculate* actual horsepower by converting the twisting force of torque into the work units of horsepower. "

Edit:
After re-reading the dynojet explaination, I do believe the above quote is correct. Feel free to critique this and correct me, as this is just my shot at it. I think I took everything into consideration.

Let me attempt to work this backwards as a proof.
The dynojet does figure the hp... hp is a unit of power.
Power = Work/Time.
Work = Force x Distance.

So, we have to have some type of force to calculate the hp.
Force = Mass x Acceleration
In the case of a dyno, you are spinning drums. So your force is a torque unit of measurement.

So, the torque has to be found before the the hp is calculated.
So, then you can do the calcultions and find the hp. It is just another way of doing it, not the most common way. This would take out the error if your rpm reading was faulty.

 

????? Question is it a waste of money if after porting you have about the same dyno reading under same conditions as before porting the dyno should show any increase or has someone blowed this porting blowers completely inaccurate and i have yet to see that much of increase mabey it is not that noticeable of difference???

 

I think i will put a non ported supercharger back on my lightning
if i did not notice any difference sounds like i here an air leak ??

 

Yeah, I ran midnight madness there last Saturday.

 

Well when they don't have an optical pickup, and you're tuning a Diesel, you can't exactly use the inductive pickup you know. But you can get by with just HP in this case.

 

That would be 12.43 @ 107.73 with nothing more than:

Apten porting on a 00 blower I redrilled to the 01-up bolt pattern
used so called 4# lower pulley
Crown Vic electric fan - controlled by the EEC
Sonnax line mod valve
used Hoosiers
home built slapper bars
Tuned by me

Yes the airbox, exhaust, etc are still all stock.

 

Bottom line:

At any given RPM, if you gained torque, you gained HP.

At any given RPM, if you gained HP, you gained torque.

Because one is a mathematical calculation from the other, it is impossible at any given RPM to raise one without raising the other in a 100% exact proportion.