Completely stock dyno numbers
Race Director
Joined: Mar 2005
Posts: 10,399
Likes: 26
From: Austin Texas
Race Director
Joined: Mar 2005
Posts: 10,399
Likes: 26
From: Austin Texas
In case anyone is interested, I just got my baseline numbers from DTE. My 07 MZ6 with about 500 miles is there getting heads, cam, headers, etc. and should be completed by the end of the week. Anyway, it was 353rwhp/357rwtq. I'm happy with that and I'll report back when I pick up the car.
Collections Hold
Joined: Aug 2002
Posts: 2,899
Likes: 6
From: Fort Wayne Indiana
Not in this case, plus smoothing only goes as high as 5, not 6....
The smoothing tool is only a function of graphical resolution, nothing more and is used to smooth out a jagged dyno curve to make the graph more legible for reading accuracy for some vehicles.
An example~
We sometimes use the higher smoothing functions when we chassis dyno big 4x4 trucks that have huge, heavy, out-of-round tires that shake on the dyno at high speed. That shaking is often picked up by the chassis dyno and shows up on the graph as an occilation, making the graph hard to read due to the waves in the graph line. Higher smoothing rates in this scenario allows us to sift the erroneous data from the good data we're after, so we can effectively read the graph accurately.
Corvette's are not that way and the driveline, wheels and tires are generally smooth in operation at high speed, therefore smoothing isn't required obtain clean dyno data. When a vehicle is properly tuned with a good combination of components, the dyno graph line will appear just as clean and linear in "0" smoothing as it does in "5" smoothing, therefore, there will not be a huge delta of results difference between one level of resolution to another. In this case, our combination produces an exceptionally clean, smooth, linear pull from beginning to redline, so any differences you may see from the hightest resolution to the lowest would only be 1-2 RWHP, *NOT* 10 as you suggest...
We only use the smoothing function to sort out erroneous data from good, accurate data and by selecting the "smoothing 5" function, you're effectively dis-arming yourself of dyno graph resolution, which is foolish if you're a professional tuner that has the equipment.
A power curve on a dyno graph should always be a smooth, linear, clean pull all the way to redline, not jagged and uneven- for *BOTH* extremes of resolution settings.
We tune our vehicles here to carry a smooth, linear pull all the way to redline- in "smoothing 0". If it's not, we find out why and correct the issue before the car leaves. When we have achieved that with our packages, we have done our jobs correctly...
The smoothing tool is only a function of graphical resolution, nothing more and is used to smooth out a jagged dyno curve to make the graph more legible for reading accuracy for some vehicles.
An example~
We sometimes use the higher smoothing functions when we chassis dyno big 4x4 trucks that have huge, heavy, out-of-round tires that shake on the dyno at high speed. That shaking is often picked up by the chassis dyno and shows up on the graph as an occilation, making the graph hard to read due to the waves in the graph line. Higher smoothing rates in this scenario allows us to sift the erroneous data from the good data we're after, so we can effectively read the graph accurately.
Corvette's are not that way and the driveline, wheels and tires are generally smooth in operation at high speed, therefore smoothing isn't required obtain clean dyno data. When a vehicle is properly tuned with a good combination of components, the dyno graph line will appear just as clean and linear in "0" smoothing as it does in "5" smoothing, therefore, there will not be a huge delta of results difference between one level of resolution to another. In this case, our combination produces an exceptionally clean, smooth, linear pull from beginning to redline, so any differences you may see from the hightest resolution to the lowest would only be 1-2 RWHP, *NOT* 10 as you suggest...
We only use the smoothing function to sort out erroneous data from good, accurate data and by selecting the "smoothing 5" function, you're effectively dis-arming yourself of dyno graph resolution, which is foolish if you're a professional tuner that has the equipment.
A power curve on a dyno graph should always be a smooth, linear, clean pull all the way to redline, not jagged and uneven- for *BOTH* extremes of resolution settings.
We tune our vehicles here to carry a smooth, linear pull all the way to redline- in "smoothing 0". If it's not, we find out why and correct the issue before the car leaves. When we have achieved that with our packages, we have done our jobs correctly...
Advanced
Joined: Mar 2007
Posts: 75
Likes: 0
From: Twin Cities MN
I'm no tuner but I am an engineer and do know how to read data. Smoothing (in ANY data collection mechanism) is only necessary when there are induced, additive errors that need to be excluded from the real data. The inertia of the drivetrain would not allow these momentary peaks that would require smoothing. Knobby tires on a 4X4 would be a significant source of vibration that could be interpreted as a member of the error term and would require smoothing to filter them out.
Thanks DynoTech for shedding some light...
