HP and TQ numbers
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11-17-2007, 01:00 AM
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11-17-2007, 01:14 AM
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11-17-2007, 09:21 AM
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11-17-2007, 03:17 PM
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Originally Posted by Stroker 94 1/2
I have a 01 psd with automatic and 3.73 rearend. What is the RPM's for the peak HP and TQ? I just got it so it's still bone stock for now. Thanks for the help!
Originally Posted by ernesteugene
Check this thread...
https://www.ford-trucks.com/forums/666835-a-quick-way-to-estimate-your-dyno-results.html#post5265024
for RWHP and RWTQ curves for a stock 99.5 with an auto tranny, as measured on a water brake load dyno.
Max RWHP=212.2 HP at 2600 RPM, and Max RWTQ=463.1 lb-ft at 1800 RPM.
https://www.ford-trucks.com/forums/666835-a-quick-way-to-estimate-your-dyno-results.html#post5265024
for RWHP and RWTQ curves for a stock 99.5 with an auto tranny, as measured on a water brake load dyno.
Max RWHP=212.2 HP at 2600 RPM, and Max RWTQ=463.1 lb-ft at 1800 RPM.
235 hp in a 2000?
https://www.ford-trucks.com/forums/673822-235-hp-in-a-2000-a.html
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11-18-2007, 11:57 AM
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11-18-2007, 12:28 PM
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Originally Posted by Stroker 94 1/2
So ernesteugene, would letting it shift at 1800 rpm get the best mileage out of the truck? I've read on here that under 2000 you get the best mileage out of it. Doesn't the torque usually top out around there? Thanks again!
What's The Net Volumetric Efficiency, VE (%), For A 7.3L PSD?
https://www.ford-trucks.com/forums/666686-whats-the-net-volumetric-efficiency-ve-for-a-7-3l-psd.html#post5267145
Originally Posted by ernesteugene
... Typically VE is a maximum at the RPM where the TQ peaks. At lower RPM the intake valve remains open longer which aids cylinder filling, but the air flow velocity is low, and the inertia of the air causes the flow to have more of a starting and stopping action, and the net effect is a reduction in VE as the RPM decreases. At higher RPM the flow is at a higher velocity, and now the inertia of the air aids filling. When an intake valve opens the built up inertia provides a RAM air effect and pushes the air into the cylinders. However at higher RPM the valve isn't open as long, and the net effect is again a reduction in VE. As BP increases the flow becomes more turbulent and choked, and this causes a reduction in VE at higher BP....
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11-23-2007, 01:42 AM
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#9
11-23-2007, 02:05 AM
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Originally Posted by Stroker 94 1/2
Thanks ernesteugene, I do plan on the intake, exhaust, and the chip. The wife says I need to wait till after xmas to get the gauges first. I want to get them first so I can start with a baseline and see how each one keeps the temps under control.
When you get a chance read these threads...
EGT Location??
https://www.ford-trucks.com/forums/673568-egt-location.html
What are safe EGT's when towing 10K?
https://www.ford-trucks.com/forums/676449-what-are-safe-egts-when-towing-10k.html
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11-23-2007, 10:14 PM
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11-23-2007, 11:16 PM
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Not sure I can answer that but can say my 80econ was stronger than the TS anything I selected. On the dragstrip I was able to duplicate my 120 race setting times when I switched to the 80econ. Draw your own conclusions there. Stock injectors, HPOP and some fuel mods with a stock fuel pump and fuel pressure regulator. I can say there is no air in my fuel system.