What the number mean, and why.

After talking with Jack at length this eve. I now have a grasp at whats going on with the dyno,
and an answer to a couple of questions that cropped up. I will do my best to put into words.
The dyno measures RPM by a manual input being put in. So when the truck hit 3000 RPM they input
that into system to calibrate dyno for RPM...problem is torque converter is not fully locked yet.
So at around 4000 RPM it locks (tires now spin at faster %) then it throws max RPM off by around
600-700 RPM. Some may say...ya but the curves meet at 5250 RPM where they should. That is simply
because HP is a calculation from torque and its the torque that is really being measured on the dyno....
so it will mathematically intersect at 5250. (Torque / 5250 x RPM) So...this is why it runs to 6000 RPM
and peak torque and HP are at higher RPM.

So really the whole graph should be slid down around 600-700 RPM to the left and curves actually
occur at lower RPM. This means gains are at even lower RPM then indicated until 3000...and those
are correct since that was the point the RPM was input. There is only one input point allowed so
is can't adjust itself at higher RPM.

The same explaination goes for max torque coming in lower then Tundra claims. The peak torque occurs
at 3400, and the torque converter still not being locked shows the highest torque after that...when
locked. What we really want from this graph is the % of gain and what RPM it occurs,
and we can see that by sliding graph -600 RPM, since boths runs were done the exact same so the gains
are accurate.

So...the good news is, we are seeing a 7-9.2% gain from 2500-4000 RPM right in the zone of useable power.
And remember this is with a stock truck, with just an underdrive pulley that
is said to have very little effect on fuel and timing maps.

Now on the question of how the dyno can calculate for drivetrain loss. The dyno has a know resistance to
the rollers with no load (no vehicle on it). The truck is then run up to redline,shifted into neutral,
then let decelerate back to a known point on its own inertia. The dyno takes the know deceleration with
no load, and compares to that of the dyno with the vehicle decel., and can now calculate actual drivetrain
loss by calculating the difference. Jack says with a manual transmission vehicle, this is accurate to
within 3hp on a 400+ hp engine! 

Hope this helps those that wondered this...good questions...and a learning experiance for me!

Now...to answer question on conversion from NA to SC unichip if you purchased the NA version.
If you know you want the SC it would be best to buy the SC unichip, have it mapped for your
current condition, leave the extra module out and run it. Then when you want the SC send it in
for you free retune, and wola...a supercharged functioning unit.

Otherwise he will charge "slightly more" then the price difference to send the NA unit in and
have it upgraded, because of additional labor involved.

Kevin