Truckers, lets see your rigs!

jfaulkner said:
People have used Crower in street trucks but it's not awesome and you lose the clutch brake.

I have a 3 disk that was made for both but have never used it for pulling. Uses an Eaton pressure plate with heavier springs. Engages smooth with a slightly heavier pedal than stock.
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I dont know why I am just noticing this, but what is the story on no adjuster?

Also looks like the plate closest to the pressure plate is different than the others?
 
SmokinCAT said:
I dont know why I am just noticing this, but what is the story on no adjuster?



Also looks like the plate closest to the pressure plate is different than the others?
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It has an adjuster. You have to take the two bolts out and remove the plate that locks it.

Plates were the same
 
SmokinCAT said:
The truck that produced the most HP for displacement last year maxed at 85mph and held the number for 30 seconds.

While I would agree that having them hold a constant speed would be more ideal and is actually how most dealers do it, with the number of different factory available ratios picking a speed that works for all would be impossible.
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Why cant they do like cars and pickups are dynoed ? Just accelerate from downlow, ratios or anything doesnt matter.

Just watching Antrim videos, they still dont know how to use dyno.

My Volvo made 100 more hp when dynoed american way and it was not even pulled very quickly down in rpm
 
jfaulkner said:
One of these days your going to have to actually back up the bull chit you spew. You've been called out hundreds of times on several forums and when you are you disappear for a few weeks for the page to disappear.

If a pos Scania was on the same dyno you would be all about how accurate it was. But since we don't have that junk here you have to blame the dyno. I guess we should run one of the other amazing European engines we have here. Maxxforce anyone? Be hard to do when the pos wouldn't make it to the dyno day under its own power. How about paccar MX? Let's not forget Volvo's amazing junk, if one EGR valve wasn't good enough let's add 2! Your like a broken record.
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If egr valve is the biggest problem then I dont know hiw you can compare Volvo engines to those great Cats that needs liners shimmed, injectors rebuild in Australia, turbos updated, Miller cycle removed and what else ?

I dont visit here very often because there's not much interesting anymore and I need to use VPN service because Europe and Australia are blocked from this board.
 
Leiffi said:
Why cant they do like cars and pickups are dynoed ? Just accelerate from downlow, ratios or anything doesnt matter.



Just watching Antrim videos, they still dont know how to use dyno.



My Volvo made 100 more hp when dynoed american way and it was not even pulled very quickly down in rpm
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Of course your chit made more hp our way... but yet you are still so phuckin stupid and full of complete chit, you have no proof or can even make sense to what you say or claim. Phuckin idiot.
 
BRE said:
Of course your chit made more hp our way... but yet you are still so phuckin stupid and full of complete chit, you have no proof or can even make sense to what you say or claim. Phuckin idiot.
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Silicone Express II dynotest - YouTube

This was Silicones 3406B , you can see kW numbers jump when rpm is pulled down, but only steady state numbers are what counts here. Modern dynos cant even do that, they only pull up or brake steady state.

And Doodle proved my point a couple of years ago..
 
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Leiffi said:
Just watching Antrim videos, they still dont know how to use a dyno
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Lol so they don't know how to click start? I sat in the passenger seat and watched. He set the load to 75%. Selected engine speed which was 2300 and clicked start. The dyno did the rest. All he did after clicking start was clutch it so it didn't drag it down farther than I wanted. Every truck there was ran the same way with the exception of the ones that had traction issues. Mine would hop when the HP would peak.


Oh and Volvo was noticeable absent from the event, as was DAF, MAN and those UGLY Scanias.
 
Damn all of you guys were there. Guess I choose the wrong times to go!


Sent from my iPhone using Tapatalk
 
jfaulkner said:
Lol so they don't know how to click start? I sat in the passenger seat and watched. He set the load to 75%. Selected engine speed which was 2300 and clicked start. The dyno did the rest. All he did after clicking start was clutch it so it didn't drag it down farther than I wanted. Every truck there was ran the same way with the exception of the ones that had traction issues. Mine would hop when the HP would peak.


Oh and Volvo was noticeable absent from the event, as was DAF, MAN and those UGLY Scanias.
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Why not set start rpm to 1000 and click start ? Ramp speed for example 100rpm/second.
 
jfaulkner said:
Lol so they don't know how to click start? I sat in the passenger seat and watched. He set the load to 75%. Selected engine speed which was 2300 and clicked start. The dyno did the rest. All he did after clicking start was clutch it so it didn't drag it down farther than I wanted. Every truck there was ran the same way with the exception of the ones that had traction issues. Mine would hop when the HP would peak.


Oh and Volvo was noticeable absent from the event, as was DAF, MAN and those UGLY Scanias.
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How much power did she make?
 
Leiffi said:
Why not set start rpm to 1000 and click start ? Ramp speed for example 100rpm/second.
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Who are you to determine what is the correct way to run a dyno? A nobody truck driver from a tiny country in Europe, or the company that actually builds the product? It's amazing to me how you act like your the world renowned expert on all things mechanical but have never actually done anything yourself. EVERYTHING you ever talk about is how someone you know does this or that. It's never the engine you built or the product you created. You have never actually put your money where your BS spewing mouth is.

Unlike you most of us don't claim to know everything. IMO they run the dyno like this (which happens to be the same way every engine dyno I've seen is also ran) because this actually how the product is used in the real world.

Take your pos Volvo for example. When the ugly pile sees a hill don't you choose a gear that gets RPM up at the bottom and the load then drags it down? Or I guess your amazing Volvo engine that you personally built using only the finest hand made parts that you designed probably never gets pulled down. Has so many horsepowers that it can pull hell off the hinges.

I'll be looking forward for the new Leifi brand of chassis Dyno's that can only be ran the proper way as described by the expert himself.

I'll be sure to inform the truck/tractor pullers around here get their engines ran on the engine dyno's this spring. That a douche from Europe thinks they shouldn't try to simulate an actual sled pull when they're tuning these on the dyno. They should run them at "100rpm per second". You know how the engine is actually used in the real world. God your such a dumb phuck.
 
Just as an aside, when I am dynoing a farm tractor, we start at WOT, and pull it down to rated RPM to check the rate horsepower of the engine. Then it is pulled down to peak torque to check for the proper torque rise...

Also, my AGCO Power engines all come from Finland, so this is how a European told me to do it as well.

WOT ~2150-2160RPM
Rated RPM 2080RPM
Peak torque varies a bit by engine, but usually 1780-1860RPM on the 84AWF, 1800-1850 on the 74AWF, and usually right around 1880-1900RPM for the 66AWF....Those are displacement numbers, so 513CID, 451CID, and 402CID respectively.


I was always taught that's how a diesel worked, under load, not under acceleration like a gas.
Chris
 
Signature600 said:
Just as an aside, when I am dynoing a farm tractor, we start at WOT, and pull it down to rated RPM to check the rate horsepower of the engine. Then it is pulled down to peak torque to check for the proper torque rise...

Also, my AGCO Power engines all come from Finland, so this is how a European told me to do it as well.

WOT ~2150-2160RPM
Rated RPM 2080RPM
Peak torque varies a bit by engine, but usually 1780-1860RPM on the 84AWF, 1800-1850 on the 74AWF, and usually right around 1880-1900RPM for the 66AWF....Those are displacement numbers, so 513CID, 451CID, and 402CID respectively.


I was always taught that's how a diesel worked, under load, not under acceleration like a gas.
Chris
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Well apparently they didn't consult the expert.
 
Signature600 said:
Just as an aside, when I am dynoing a farm tractor, we start at WOT, and pull it down to rated RPM to check the rate horsepower of the engine. Then it is pulled down to peak torque to check for the proper torque rise...

Also, my AGCO Power engines all come from Finland, so this is how a European told me to do it as well.

WOT ~2150-2160RPM
Rated RPM 2080RPM
Peak torque varies a bit by engine, but usually 1780-1860RPM on the 84AWF, 1800-1850 on the 74AWF, and usually right around 1880-1900RPM for the 66AWF....Those are displacement numbers, so 513CID, 451CID, and 402CID respectively.


I was always taught that's how a diesel worked, under load, not under acceleration like a gas.
Chris
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Yes, under constant rpm. You dont measure inertial horsepower from tyres, wheels, half shafts, differential, drive shaft, gearbox, clutch, flywheel, crankshaft et.

No, that is not the way every dyno works, not even american made Mustang dyno we now have here. That is as crap as others, cant brake single axle truck close to 1000 hp.
 
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