Horsepower - An odd number.
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Joined: Mar 2005
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From: Ponce P.R.
I could take WRXs on the highway like joking with dp, injen and exhaust. Now from a dig is a different story depending on the driver. Funny thing, if a WRX ever so lightly dies a little while launching, that race is yours buddy. the new 2.5 WRXs addressed thisd problem a bit, but still die if you dont know your stuff
Any 200 hp 4 cyl car dyes with a 160 hp RA with a couple of mods that compensate for the lower hp..RSXs, Cobalts bite it as well but a little harder to do. Preludes, Celicas, Spec Vs, Focus SVTs, b16 Civics on bolt ons, GSRs maybe a Type R or two, but most are modded past your league by now
BTW I also pegged a G35 coupe automatic by a LOT and took down a 350Z Spyder < - should've seen the face on this guys
Any 200 hp 4 cyl car dyes with a 160 hp RA with a couple of mods that compensate for the lower hp..RSXs, Cobalts bite it as well but a little harder to do. Preludes, Celicas, Spec Vs, Focus SVTs, b16 Civics on bolt ons, GSRs maybe a Type R or two, but most are modded past your league by now
BTW I also pegged a G35 coupe automatic by a LOT and took down a 350Z Spyder < - should've seen the face on this guys
Last edited by KreepaEvoX; Apr 25, 2007 at 09:27 PM.
http://pages.google.com/edit/dan.sid...N0310-full.jpg
Here's mine^, with almost everything you have, on a mustang dyno(eddy current).
Here is something off mustangdyne.com about inertia style dynos(not eddy current):
and another excerpt from their FAQ's:
and one more that pertains to this thread:
I hope this helps you understand that your numbers are actually showing you what you are expecting, just in a different way. You are making more power than I am.(or was, or will be until after my current project
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Here's mine^, with almost everything you have, on a mustang dyno(eddy current).
Here is something off mustangdyne.com about inertia style dynos(not eddy current):
Originally Posted by mustangdyne.com
The inertial dynamometer does not measure torque directly, but instead measures the acceleration of a known mass. To arrive at a power figure, it applies the f = ma equation to equate the force being applied to the drum surface.
The inertial-exclusive chassis dynamometer utilizes a large drum in order to achieve a high mechanical inertia, which acts as a static load. Incidentally, the large size of the drum leads to several more interesting advantages, most notably top end speed and peak power measurement capabilities. The inertia dynamometer actually calculates torque and power independent of a force sensing transducer and power absorption device. While this precludes the need for regular calibration, it does present the user with a number of challenges. Most notably: the inertia dynamometer only calculates Acceleration Torque and Acceleration Power – and cannot measure, nor create the conditions necessary to measure, static torque and static power. Its also important to note that, despite the inertial-exclusive dynamometer’s imposing size, it usually fails to provide a load, or measure of work, to the vehicle’s engine equal that which would be required for it to accelerate its own mass. In essence, driving on an inertial dynamometer is a kin to driving down a hill.
The inertial-exclusive chassis dynamometer utilizes a large drum in order to achieve a high mechanical inertia, which acts as a static load. Incidentally, the large size of the drum leads to several more interesting advantages, most notably top end speed and peak power measurement capabilities. The inertia dynamometer actually calculates torque and power independent of a force sensing transducer and power absorption device. While this precludes the need for regular calibration, it does present the user with a number of challenges. Most notably: the inertia dynamometer only calculates Acceleration Torque and Acceleration Power – and cannot measure, nor create the conditions necessary to measure, static torque and static power. Its also important to note that, despite the inertial-exclusive dynamometer’s imposing size, it usually fails to provide a load, or measure of work, to the vehicle’s engine equal that which would be required for it to accelerate its own mass. In essence, driving on an inertial dynamometer is a kin to driving down a hill.
Originally Posted by mustangdyne.com
Q:
Why do I get more power on an inertial dynamometer than I do an absorption dynamometer (or vise-versa)?
A:
There is no right answer to this question. First and foremost - never compare numbers from two different types / makes of dynamometer - they almost always disagree. This “problem” can typically be attributed to how the test was run and how the numbers are interpreted – not to poor workmanship. Make sure your comparing “apples-to-apples”.
However, there is disparity in the dynamometer industry, much like any other industry, and one should perform their own due diligence as it concerns investigation prior to making a decision to buy.
For our part, Mustang Dynamometer does not put its stamp on products that do not possess the characteristics and accuracies as specified on company issued media. What’s more, our dynamometer design has been certified for its soundness, fitness and accuracy by authorities in the field of automotive testing – with the former having been further validated by millions of hours of testing; our numbers are accurate.
Why do I get more power on an inertial dynamometer than I do an absorption dynamometer (or vise-versa)?
A:
There is no right answer to this question. First and foremost - never compare numbers from two different types / makes of dynamometer - they almost always disagree. This “problem” can typically be attributed to how the test was run and how the numbers are interpreted – not to poor workmanship. Make sure your comparing “apples-to-apples”.
However, there is disparity in the dynamometer industry, much like any other industry, and one should perform their own due diligence as it concerns investigation prior to making a decision to buy.
For our part, Mustang Dynamometer does not put its stamp on products that do not possess the characteristics and accuracies as specified on company issued media. What’s more, our dynamometer design has been certified for its soundness, fitness and accuracy by authorities in the field of automotive testing – with the former having been further validated by millions of hours of testing; our numbers are accurate.
Q:
Will torque and power data reported from an air-cooled eddy current dynamometer become less “accurate” or “repeatable” as brake temperature increases?
A:
No. The amount of torque reported from an absorption chassis dynamometer is a product of steady state (also known as “static-torque”), acceleration, and parasitic based torque values. As the brake heats up, it requires more electric current in order to achieve the same absorption effect, but this has no bearing on the actual torque numbers recorded: only the dynamometer’s ability to hold the vehicle at the predefined speed. If the vehicle exceeds the pre-defined speed, the torque that would have been absorbed and reported as steady state torque is instead reported as acceleration torque – total torque remains unaffected. The eddy current brake is only used to impose load, and has no direct kinship to the accuracy of the reported data.
To avoid circumstances whereby a brake is “undersized”, and as a result unable to sustain proper load, one should consult the manufacturer when attempting to size the dynamometer itself.
Will torque and power data reported from an air-cooled eddy current dynamometer become less “accurate” or “repeatable” as brake temperature increases?
A:
No. The amount of torque reported from an absorption chassis dynamometer is a product of steady state (also known as “static-torque”), acceleration, and parasitic based torque values. As the brake heats up, it requires more electric current in order to achieve the same absorption effect, but this has no bearing on the actual torque numbers recorded: only the dynamometer’s ability to hold the vehicle at the predefined speed. If the vehicle exceeds the pre-defined speed, the torque that would have been absorbed and reported as steady state torque is instead reported as acceleration torque – total torque remains unaffected. The eddy current brake is only used to impose load, and has no direct kinship to the accuracy of the reported data.
To avoid circumstances whereby a brake is “undersized”, and as a result unable to sustain proper load, one should consult the manufacturer when attempting to size the dynamometer itself.
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