4.0 SOHC Dyno Results
2 Attachment(s)
So if you don't all know I'm in school for High Performance at NEIT in Warwick RI and the time came to using the dyno with our personal vehicles so i figured hell with it lets do the ranger. I made more passes but these are my best runs. all runs where done in 2nd gear to 5500 RPM. Heck it made more than a 94' Stock 5.0 with exhaust.
Attachment 87855 Attachment 87856 |
176hp, not too shabby.
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Originally Posted by Masteratarms93
(Post 1821266)
176hp, not too shabby.
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Your torque numbers are pretty impressive too lol.
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Nice torque numbers!
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2nd gear is not 1:1 ratio, so those numbers are skewed due to gear multiplication.
4th is 1:1 on manual transmissions, and usually 3rd is for automatics. |
Originally Posted by Murphy
(Post 1821685)
2nd gear is not 1:1 ratio, so those numbers are skewed due to gear multiplication.
4th is 1:1 on manual transmissions, and usually 3rd is for automatics. |
It seems to me that the transmission ratio correction would be done the same way the axle ratio and tire diameter corrections are done - with a simple multiplier. Done correctly, using 2nd gear would keep the dyno speeds within reason and yield the same measured torque result as 4th gear (except for whatever frictional difference there is between the transmission gearsets).
Besides, it isn't possible to do a 4th gear pull to 5500 RPM with a stock Ranger that is speed limited to 92 MPH and couldn't pull a 1:1 trans ratio to 5500 RPM (roughly 120~130 MPH) even if there were no limiter. |
Originally Posted by rwenzing
(Post 1821714)
It seems to me that the transmission ratio correction would be done the same way the axle ratio and tire diameter corrections are done - with a simple multiplier. Done correctly, using 2nd gear would keep the dyno speeds within reason and yield the same measured torque result as 4th gear (except for whatever frictional difference there is between the transmission gearsets).
Besides, it isn't possible to do a 4th gear pull to 5500 RPM with a stock Ranger that is speed limited to 92 MPH and couldn't pull a 1:1 trans ratio to 5500 RPM (roughly 120~130 MPH) even if there were no limiter. |
Another thought: Are you aware that "2" on the cluster indicator is actually 3rd gear in the 5RxxE transmission?
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Originally Posted by rwenzing
(Post 1821747)
Another thought: Are you aware that "2" on the cluster indicator is actually 3rd gear in the 5RxxE transmission?
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Yes. Ford developed your 5 speed from the earlier 4 speed by using 1st + overdrive to create the new 2nd gear. However, the indicator doesn't reflect that change. So when you manually select "2" in the 5-speed, you get the new 3rd gear which is 1.47:1 (same as the old transmission's 2nd gear). :crazy:
Comparison of 4R44E/4R55E 4-speed and 5R44E/5R55E 5-speed (current Ranger): 4R44E, 4R55E 1st 2.47 2nd 1.47 3rd 1.00 4th 0.75 (1.00 x 0.75) 5th --- 5R44E, 5R55E 1st 2.47 2nd 1.85 (2.47 x 0.75) <----(added gear in the 5-speed) 3rd 1.47 4th 1.00 5th 0.75 (1.00 x 0.75) |
Originally Posted by rwenzing
(Post 1821714)
It seems to me that the transmission ratio correction would be done the same way the axle ratio and tire diameter corrections are done - with a simple multiplier. Done correctly, using 2nd gear would keep the dyno speeds within reason and yield the same measured torque result as 4th gear (except for whatever frictional difference there is between the transmission gearsets).
Besides, it isn't possible to do a 4th gear pull to 5500 RPM with a stock Ranger that is speed limited to 92 MPH and couldn't pull a 1:1 trans ratio to 5500 RPM (roughly 120~130 MPH) even if there were no limiter. But why couldn't it get the drivetrain up to 5500RPM in 4th gear? The vehicle is stationary, there is no aerodynamic concerns present. |
Originally Posted by Murphy
(Post 1821826)
The speed limiter is unfortunate, yes. I have a feeling that unplugging the output shaft speed sensor (disabling the speedometer) might disable the speed limiter.
But why couldn't it get the drivetrain up to 5500RPM in 4th gear? The vehicle is stationary, there is no aerodynamic concerns present. |
Originally Posted by rwenzing
(Post 1821770)
Yes. Ford developed your 5 speed from the earlier 4 speed by using 1st + overdrive to create the new 2nd gear. However, the indicator doesn't reflect that change. So when you manually select "2" in the 5-speed, you get the new 3rd gear which is 1.47:1 (same as the old transmission's 2nd gear). :crazy:
Comparison of 4R44E/4R55E 4-speed and 5R44E/5R55E 5-speed (current Ranger): 4R44E, 4R55E 1st 2.47 2nd 1.47 3rd 1.00 4th 0.75 (1.00 x 0.75) 5th --- 5R44E, 5R55E 1st 2.47 2nd 1.85 (2.47 x 0.75) <----(added gear in the 5-speed) 3rd 1.47 4th 1.00 5th 0.75 (1.00 x 0.75) |
Originally Posted by morris
(Post 1821839)
maybe that is why the older OHV trucks get better milage then the SOHC trucks. if i'm in 3rd the older truck is already in 4th at a lower gear. for me to be equal in gear i'd have to be driving a little faster to match powerband but using more fuel (faster speed)
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ah i see.
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but with 2nd selected there is no speed limiter. why is that
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I would love for you to get a tune and see what the difference is.
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Originally Posted by 04RangerDave
(Post 1821907)
but with 2nd selected there is no speed limiter. why is that
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Originally Posted by Lord Of War
(Post 1821939)
I would love for you to get a tune and see what the difference is.
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Originally Posted by Jelly's Ford
(Post 1822015)
Yeah I agree. I'd like to see just how much of a difference the tunes actually make.
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The 4.56 gearing combined with those tires are lowering your numbers. But, your numbers are good.
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Gearing and tire diameter should have no effect on dyno numbers unless there is tire slippage. When my race car is on the dyno, they want me to run tall tires and tall differential gears in forth gear to help eliminate tires slippage. That is because the car is so light.
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Originally Posted by StratGT
(Post 1822063)
The 4.56 gearing combined with those tires are lowering your numbers. But, your numbers are good.
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