BradyPPC

Hey everyone. I thought I would share a couple of new product lines that we have added to the shop for 2009. We have added the full lineup of products from the following vendors: Roush Performance - full lineup of Roush superchargers, body parts, suspension, etc. Metco Motorsports - full lineup of blower pulleys and tensionors for mostly Ford JL Audio - full line of speakers, subs, amps, processors, as well as the Stealthbox lineup Diablosport - the full line of Diablo products as well as custom tuning for the DCX platform (we use SCT for Ford and Hptuners/SCT for GM) If anyone has any questions or would like to get pricing, please feel free to pm myself or Kyle, or give us a call at the shop anytime. (740)549-2828

There have been a couple of questions about the AFM 1000 wideband in some other threads. Seeing as how both us at PPC and the guys over at Dynotune Motorsports use the AFM 1000. I thought I would post a link that has some pretty good info about the wideband that both of us have chosen to use. I think that after reading the article it will be clear that both of us have our customers best interests in mind and are trying to use the best equipment out on the market to get the best results we can for our customers. http://www.modularfords.com/forums/showpost.php?p=1225791&postcount=84 The NTK sensor that comes with the AFM 1000 is a very durable sensor. Heat and lead content have very little effect on the sensor versus some of the other sensors on the market. The replacement sensors run between $400-$500 for the sensor only. There is also the option of running a cheaper NGK sensor that runs about $150. In our shop we only run the NTK sensors. The sensor is calibrated prior to every use. Sometimes that ends up being two or three times in a day. We use two seperate sensors as well. One for pump gas and one for race gas. We prefer to have a weld in bung pre-converter and as close to manifold as possible for the most accurate readings. We also have the ability to log afr's directly into our logging software as well as onto the dyno screen.

Awesome info and very nice write up Brian. That is cool that you use the AFM-1000 as well, it is a very nice wideband.

Seeing how everyone knows where the Mustang dyno is that Anthony was on today and how "they" in the above quote was meant to imply that the shop where it is at does not know what they are doing, let me clear a few things up. Anthony has his own tuner tuning his car. It is not my shop doing the tuning work although, I do tune in my shop as well. The guy tuning the car happens to rent dyno time from my shop and he is the only tuner that I have ever allowed to rent dyno time in my shop due to my comfort level with him. I feel no need to say who it is on a public board, if Anthony wants to or the tuner wants to then that is up to those two. Second, I have never seen the actual tune file in Anthony's car. I am sure that I could get access to it if I wanted by asking but that is between Anthony and the guy tuning the car. There is no need for me to invade Anthony's privacy or his tuners privacy. If something is off in his tune than that is between him and his tuner. I can tell you that the datalogs that were pulled today in the car were spotless which would imply that the tune was pretty much spot on after a few minor fueling adjustments were made using our AFM 1000 that did not show up on the wideband that was used to tune the car previously. That is not saying that the wideband used before was off or wrong, the AFM 1000 just happens to have a really high sampling rate. The power drop off that was seen is definately a mechanical problem not a tuning problem. Maybe I am taking your post wrong but it comes across as bashing the tuner and the shop where the car was on the dyno today. I would not dream of doing that on a board to your shop or anyone elses shop for that matter. If you have concerns for Anthony and his car then they should be aired in private between you and him, not on a public board. We all should watch out for our customers best interest but not at the expense of slandering others. There is plenty of work to go around for all of us. If that is not how your comments were intended and I am misreading them then you have my apologies.

Dynojet offers it both ways. The 424x is inertia and the 424xlc is the one with load control at the time we were putting our order in with Mustang, Dynojet was just getting the load control units out but nobody really had any information about them. If I had to place the order again today, I would still order the dyno I have sitting in my shop. It fit the needs of our shop better and is very flexible in the amount of different testing methods that it allows us to use to tune a car. The Mustang/Dynojet argument is one that no one will ever win. They are like comparing apples and oranges. They both try to accomplish the same goal but go about it in a different manner. Does that make one right over the other? No not really, they are just different. As far as seeing true numbers on one versus the other, has anyone ever heard the saying "A man with a watch always knows what time it is but a man with two is never quite sure."? Same goes with dyno numbers. The numbers on the dyno should be used as reference values to ensure you are headed in the right direction with whatever work is being performed. That being said, every dyno will read a little different and comparing numbers from one to another is very difficult. Now on a properly loaded load bearing dyno, you will see much more accurate acceleration rates to what you would see on the street versus just using the inertia weight of the rollers. Anyone that has been on both will understand completely what I am saying. The pull time on a loaded dyno is much longer than that of a non loaded one but that is to be expected due to the added load put on the rollers. As far as calling Mustang or Dynojet and asking whose numbers are correct, they will both say their own. In the end it really comes down to how the car drives and the track times after the car is unstrapped from the rollers. The dyno is really just another tool to help get you there.

For anyone looking for a good set of speakers, this would be a killer buy. We carry Diamond at the shop and they are the only components I run in any of my vehicles. I cant say enough good about them. Someone should really jump on these.

Dont worry about it but if you want to stop by come on by any time.

Thanks guys. I really appreciate the nice words.

If you can swing by the shop tomorrow Ill take care of you.

Call Randy. I know he can get ahold of Pete pretty much anytime he wants.

I got to do it at Michigan Intl a couple years ago on one of our vendor's dime. It was an awesome experience and I would do it again in a heartbeat. What track are you going to?

Congrats Eric!! Now you need to build car seats into the rx7!

Junkyard ecm's can be bench flashed to turn of vats using hptuners. The catch is you need the bench flash harness and it needs done prior the computer being put in the car. I have the ls1 bench flash harness at the shop.

I didnt get to watch the whole race today. We had to leave and head home. Today was awesome. The day started out with a q&a with Jack Roush and then he went up to all 43 cars and had pics taken with the owners. He signed a couple of hats for us and the dash of our car. Ill post some pics when I get time to upload them.

Yeah the center sections are like the shiny cheap looking leather and then they have suede inserts on the bolsters down the sides. Just too much going on. It would have looked better with just simple suede and contrast stitching.

I got some better pics of the engine compartment today. I will try to post them up tomorrow when I get back in town.

Here are some pics from the Scott's Turfbuilder 300 from earlier today. We got to go down the Mustang Club of America and do the parade lap for todays race. We will also be doing the parade lap and driver introductions tomorrow for the Food City 500. Our shop car we took down. http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02428.jpg The private Mustang lot http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02358.jpg Driving into the stadium http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02379.jpg On the way to driver pickup http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02383.jpg Staging http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02390.jpg Driver pickup http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02401.jpg Our driver today, Kelly Bires http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02403.jpg

Ford brought the 2010 Shelby GT 500 down to Bristol to do the parade lap and drive the pole sitter around. I was able to get some pics before we hit the track. The car looks pretty good. I am not crazy about the seats and the rear end of the car needs to grow on me more but it does have some pretty nice body lines. http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02373.jpg http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02372.jpg http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02356.jpg http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02361.jpg http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02364.jpg http://i548.photobucket.com/albums/ii353/brady/bristol%2009/DSC02365.jpg

Thanks. Were driving down now. It should be a fun experience.

Anyone watching the Bristol race this weekend? We are going to have two Mustangs from our shop on the parade laps with the drivers in the back seat for both saturday and sunday races. Ford was looking for 43 convertibles to do the event and we were lucky enough to get two in. Both cars can be seen here http://pickupspluscars.com/ppcnascar.html All of the work on the blue car was done in our shop last spring. The second car is a customers car that we provided tuning work, tires, fixed some wiring gremlems, as well as put in a window switch and low pressure switch for the nitrous.

House looks great!!

Absolutely. It is more important to have the antisieze on the tapered crimp than it is on the threads in the 3v motors. I run the one piece Brisk's in my truck. They are a little more expensive but they wont break and you dont have to have any special tools to gap them.

] 02 and down had the issue with spitting plugs out of the heads. There was only like 4 threads that held the spark plugs into the heads. Ford redid the later heads on the 2 valves to eliminate that. The 3v started in the 04. The 04-07 trucks and runs the 2 piece spark plug that likes to seperate in the heads upon removal. As long as the plugs are pulled early and antisieze is applied to the tapered seat right below the crimp, the chance of them breaking on removal goes way down. Here is a pic of the 3 valve plugs. The one on the left is a Autolite HT1 with 20k on it that had the antisieze on it prior to installation. The one in the middle is a new Autolite HT1 and the one on the left is the one piece Brisk that went into the truck the first plug came out of. http://i548.photobucket.com/albums/ii353/brady/DSC02342.jpg The 3 valve motors are alot stronger than the 2 valves. I drive an 05 crew cab for my daily driver. It has 75k on it and the only problem I have ever had with it was the original plug removal at 30k when the blower went on.

No problem.