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Thread: Brad Barnhill's Virtual Dyno with HP Tuners

  1. #41
    Senior Tuner S2H's Avatar
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    I did a plug and play with a dyno pull I did on my car...
    had to add a profile manually for a 98~02 camaro

    Code:
    <?xml version="1.0" standalone="yes"?>
    <CarDataset xmlns="http://tempuri.org/CarDataset.xsd">
      <CarParameters>
        <CarMake>Chevy</CarMake>
        <CarModel>Camaro LS1(Manual)</CarModel>
        <Weight>3521</Weight>
        <TransGear1>2.66</TransGear1>
        <TransGear2>1.78</TransGear2>    
        <TransGear3>1.30</TransGear3>
        <TransGear4>1.00</TransGear4>
        <TransGear5>0.74</TransGear5>
        <TransGear6>0.50</TransGear6>
        <FinalGearRatio>3.42</FinalGearRatio>
        <DragCoefficient>0.34</DragCoefficient>
        <FrontalArea>18.0</FrontalArea>
        <TireDiameter>24.94</TireDiameter>
      </CarParameters>
    </CarDataset>
    now granted... I had to play around with the weight to match the dyno values...
    but the weight is 35lbs within what I figured the dyno drum weight to equal using my own excel dyno spreadsheet.
    -Scott -

  2. #42
    Advanced Tuner TiredGXP's Avatar
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    I suppose that as a tuning tool, the important thing is consistency over time, not obtaining numbers that necessarily match another dyno or spreadsheet.

    The spreadsheet I use typically is within 1-2% from day to day, and I've found Brad's program also seems to have this level of consistency between pulls. I'm not too worked up that it shows a few % less low end torque but a few % morepeak hp than I calculate with the spreadsheet.
    2005 Grand Prix GXP - 5.3 LS4 - HP Tuned, MF catback, 1.8 rockers, K&N, Some day I'll finish putting the LS6 intake on

  3. #43
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    Quote Originally Posted by TiredGXP View Post
    I suppose that as a tuning tool, the important thing is consistency over time, not obtaining numbers that necessarily match another dyno or spreadsheet.

    The spreadsheet I use typically is within 1-2% from day to day, and I've found Brad's program also seems to have this level of consistency between pulls. I'm not too worked up that it shows a few % less low end torque but a few % morepeak hp than I calculate with the spreadsheet.
    I'm more impressed with the speed of it.
    my spreadsheet is great.. but its a lot of math for excel to do, so its a little slow...

    I would like to see brads spreadsheet retain info so you could just pull in other pulls as you go to do a comparison without having to fill in all the drop boxes on the left every time
    maybe add a check box to "use same vehicle info for all runs"

    perhaps be able to pull in Intake Air temperature from the File as part of the SAE conditions as well.

    SAE corrections should also include elevation correction as well...any newer cell phone with GPS data can give you the elevation of where you are with one of many free GPS data programs
    -Scott -

  4. #44
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    Using Sound Engineer's weight I get a reasonable value now, Car trapped 114 on the pass used for this @ ~3700#

  5. #45
    Senior Tuner S2H's Avatar
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    Quote Originally Posted by BTLD_LS1 View Post
    Using Sound Engineer's weight I get a reasonable value now, Car trapped 114 on the pass used for this @ ~3700#

    the weight I used was on a dynocom dyno.
    I was actually using the drum inertia weight, not my vehicle weight.

    I plugged in some street passes, and with my car, at 3700lbs, it was still pretty dam close

    you have to remember to get the weather stuff correct as well..
    if you dont enter valid weather data, you can get quite a skew on the HP/TQ readings.

    have to also have the correct gearing in the data xml files for your vehicle
    -Scott -

  6. #46
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    Quote Originally Posted by BTLD_LS1 View Post
    Using Sound Engineer's weight I get a reasonable value now, Car trapped 114 on the pass used for this @ ~3700#

    can you post your log file or csv file and some data about your car..
    obviously you say 3700lbs
    what about transmission? rear gear?
    temerature at time of the pass?
    or can you tell me what time of day, location of the track and what day?
    we can find all the info and work out the details some more
    -Scott -

  7. #47
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    Quote Originally Posted by soundengineer View Post
    the weight I used was on a dynocom dyno.
    I was actually using the drum inertia weight, not my vehicle weight.

    I plugged in some street passes, and with my car, at 3700lbs, it was still pretty dam close

    you have to remember to get the weather stuff correct as well..
    if you dont enter valid weather data, you can get quite a skew on the HP/TQ readings.

    have to also have the correct gearing in the data xml files for your vehicle
    I created a custom XML file earlier today when I was trying it.

    Below are the results I got this morning

  8. #48
    Senior Tuner S2H's Avatar
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    Quote Originally Posted by BTLD_LS1 View Post
    I created a custom XML file earlier today when I was trying it.

    Below are the results I got this morning

    again.. post it and lets play and see if we can get your data close...
    3 of my street passes seem reasonable to me when I plug them in.
    -Scott -

  9. #49
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    The data attached was from a second gear pull in an automatic (3rd runs to 150+). Air temp outside was about 70* at the time of the run and the track is about 1200ft above sea level

    This is a dyno from the car on pump gas from Oct 09

    http://bottledperformance.com/img/dn1.JPG

    Another pump gas dyno, this one from March 07

    http://i93.photobucket.com/albums/l6...s1/dyno2-1.jpg
    Last edited by BTLD_LS1; 02-13-2011 at 06:38 PM.

  10. #50
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    Quote Originally Posted by BTLD_LS1 View Post
    The data attached was from a second gear pull in an automatic (3rd runs to 150+). Air temp outside was about 70* at the time of the run and the track is about 1200ft above sea level

    This is a dyno from the car on pump gas

    http://bottledperformance.com/img/dn1.JPG
    again... we need full info...

    2nd gear pull on the street? at the track?

    4l60? 4l65? 4l80?

    rear gear?

    date of run? location? time of day?(so we can get accurate weather info...need to get relative pressures)
    -Scott -

  11. #51
    Senior Tuner S2H's Avatar
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    is 3700lbs with driver? or without?
    if without, how much do you weigh..
    -Scott -

  12. #52
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    Quote Originally Posted by soundengineer View Post
    again... we need full info...

    2nd gear pull on the street? at the track?

    4l60? 4l65? 4l80?

    rear gear?

    date of run? location? time of day?(so we can get accurate weather info...need to get relative pressures)
    Track Run, 4L60E, 3.42 stock 6 speed 10 bolt

    Run was on 1/28/11 Firebird International Raceway Log file saved at 7:18 PM local time

    Car was weighed with me in it and 1/2 tank of 91 full 10# bottle @ 3690# in Jan 09. The car had about 3/4 tank of E85 on that pass, but no 10# nitrous bottle

  13. #53
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    tires are 26 x 11.50 16 M&H Cheater slicks

  14. #54
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    its odd to me, but I get 265 ish with weather correction...
    altitude would bring it up a few more.. but nowhere near the 400 on your dyno sheet.
    wonder why its so odd...maybe an anomaly of the huge torque converter and lack of rpm change...... after all the software is based off of rpm and not MPH

    perhaps if the dyno software was based off of MPH over time?
    -Scott -

  15. #55
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    Quote Originally Posted by soundengineer View Post
    its odd to me, but I get 265 ish with weather correction...
    altitude would bring it up a few more.. but nowhere near the 400 on your dyno sheet.
    wonder why its so odd...maybe an anomaly of the huge torque converter and lack of rpm change...... after all the software is based off of rpm and not MPH

    perhaps if the dyno software was based off of MPH over time?

    I guess its possible. The converter slips up to 5000 and then locks up pretty good from there on, I know its still slipping, but I think its locked up pretty good at that point.

    based on the ET/MPH/Weight I would think the ~430hp 350TQ seems reasonable right?

  16. #56
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    It's odd that there's so much variation.

    I ran your log through my spreadsheet and came up with an uncorrected 313/254 hp/tq.

    Any idea how much those slicks expand at speed? Just 1" of diameter expansion adds about 40 hp to the calculation.
    2005 Grand Prix GXP - 5.3 LS4 - HP Tuned, MF catback, 1.8 rockers, K&N, Some day I'll finish putting the LS6 intake on

  17. #57
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    Quote Originally Posted by TiredGXP View Post
    It's odd that there's so much variation.

    I ran your log through my spreadsheet and came up with an uncorrected 313/254 hp/tq.

    Any idea how much those slicks expand at speed? Just 1" of diameter expansion adds about 40 hp to the calculation.
    I honestly dont know how much they expand, however, there is about 1" clearance between the slick and the bumper and there is no, nor has there ever been, wear marks on the slicks from touching the bumper. The car is also equipped with preload bars so there is only about an inch of compression in the rear suspension right now. I measured the height of the slick with the weight of the car and 14# and it was right at 25.5 inches laoded.

    I posted 2 dyno graphs previously in this thread, the 07 dyno was done with a 245 45 17 on SS wheels. The 09 dyno was on a set of Mickey Thompson ET streets also 26 11.50 16 and both dyno's were within 1 hp of each other.

  18. #58
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    I dont expect this program to play well with auto's. I mean even on real dyno's autos do some weird things. I have a dyno graph of my old saturn on a dynoject and theres a loop de loop in the graph where the torque converter locked up.
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  19. #59
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    Quote Originally Posted by Leafy View Post
    I dont expect this program to play well with auto's. I mean even on real dyno's autos do some weird things. I have a dyno graph of my old saturn on a dynoject and theres a loop de loop in the graph where the torque converter locked up.
    I can see that happening when the clutch locks up it will pull the rpm down.....

    Seen stuff like that when the tires spin too

  20. #60
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    Quote Originally Posted by BTLD_LS1 View Post
    I can see that happening when the clutch locks up it will pull the rpm down.....
    Yeah, it looks like this.

    1994 Mazda Miata turbo, aero, hoosiers Class=SSM

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