Performance means nothing without proving it with actual numbers. Dyno numbers are the most widely accepted and reconognised figures, however these show only the potential qualities of a car. Real world performance can only be determined from actual track times.
Latest timeslips: RábaRing - 2006/04/08
Dyno
Overseas, here in Hungary there are few possibilities to get one's car strapped down on a dynamometer. There are shops with german made equipment, which are possible quite good, but experiences show that the obtained figures are not comparable to the dynos used widely in the US.
However, there is a shop in our country with a Mustang MD-250 chassis dynamometer, which is you might be familiar with over there. Various logging capatibilities, such as WBO2 through an Innovate LM1, RPM, MAP, Inj DC and dwell time, EGT and many more. The shop is specialized in restoration and servicing of Porsches, Jaguars and Tatras, and the owner, Gabor, is an extremely nice guy, and is always ready for some 24/7 roller action. Check out his shop here.
We did all our dyno tuning sessions over there, and the posted figures are measured on this dyno, too. One thing to note, though; Mustang dynos are putting down lower numbers, as compared to the infamous Dynojets. Some people believe, the difference may be as high as 15%, but in my opinion, actually it should be no more than 5%.
The dyno graph below shows my best pull so far.
<dyno graph coming soon! >
A little background on the conditions and setup for these numbers:
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AFR was set at 12.8:1 for WOT throughout the whole rpm band
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Total timing was set at 35* in the PCM tables (in the 90-95 Kpa range) which showed 37-38* in Datamaster (oh, please someone figure out where this extra "mistical" timing comes from!).
I was going to experiment with different timing maps, but the power supply was gone after the second pull. What I wanted to find out is how the numbers change to +/-1*, so I can find the optimal spark timing. Next time, I guess...
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It was a cloudy day, temperatures down in the 55*F
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Engine temperature was 170*F
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Oil pressure was 30 psi at idle
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tire pressure set at 32 psi
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car was strapped down via the rear axle housing
Timeslips
The 2005 season was a total turndown for me. The car was thrown together, but I hadn't got enough time/was lazy to dyno tune it. I didn't want to dissapoint myself with crap track times, then later mechanical problems kept me from racing. Basically, I've wasted the half of the season, I could only run my car 3 times this year. I promised myself to never do that again.
I was able to set up a personal best time of 8.24 @ 88mph in the 1/8mile at Hungaroring. First time was a 8.38 with a slight bog and shifting at 6300. When my fiancee told me my times, I was really happy about it, and new that the next run will be even better.
In the next run, quickly heated up the ET Streets, and launched from 4000 rpms. I felt the car was hooking really good, and shifted at 6700. 8.24 @ 88mph, there it was.
The T/A is also featured on Ave's site, timeslip.hu.
He clocked me a 8.58 @ 90 mph, this is with an AP G-meters, set up with 0" rollout, hence the higher ET. This type of device measures true trap speed, not the average speed on the last 60 ft. before the finish line, so this should explain the slighlty higher mph.
It is a very good and informative site, Ave put a lot of knowledge into it, both in Hungarian and English languages, with many fast cars' graphs, videos and even more. Please dont forget to check it out! -> timeslip.hu
Season 2006 (#503)
Season 2006 started, and one of the improvements include real printed timeslips for each run, as it was promised last year.
Latest dyno numbers are:
353rwhp @ 6200rpm
355rwtq @ 4800rpm
dyno graph coming soon!
Please note, that these numbers are measured on a Mustang MD-250 chassis dyno, with no weather correction, whatsoever.