This calculator is for whp:

http://www.dsm.org/tools/calchp.htm

Play with it. It has proven to be quite accurate in the past, especially the trap speed method.

 

The calculator gives you two numbers one based on ET (lots of variables) and one based on traps (much less variables). That's why it's a good tool. Ideally you want the two numbers to match, then you know you are taking advantage of your power with the other variables such as suspension, driving, traction etc.

 

like KK said
https://www.evolutionm.net/forums/sh...threadid=16200

309-258=51

 

I didn't address you specifically, but you must feel guilty so that's why you responded.

I've already done a lot of research, considering I don't own a 4G63 yet. I'll do even more before I even have an Evo, so I know what path I want to take. We weren't born with the knowledge so we do what we can to learn.
I stated that they might have added a MBC and a cheap cat-back. If you're talking about DSM-specific things, then maybe they removed the boost control solenoid restriction, or removed the BOV return tube, if the Evo is similar to the 2nd gen DSM. I don't know because I haven't seen an Evo in person. Maybe they removed an air box silencer or installed a low-restriction air cleaner. It would be nice if they told us.
Don't be afraid of being rude. This forum exists to help people. If you have ideas on how to make power on the 4G63, feel free to share them.

 

Well, unfortunatly until i do it myself i would not feal comfortable posting it here as if i had done it..


Next week, i will be doing a "Test pipe" to remove the cat. I will modify the wbo2 sensor so i don't get a check engine light from removing the cat..

Use an MBC to hold 19PSI till readline and use an S-AFC to tune it.


That should do an easy 300WHP. and low 12s 1/4..


The above should cost ~$400

-Zach

 

$400 for all that??? Maybe if you bought everything at a junkyard..

Either way, I'm curious to learn what AMS did to their Evo...

 

To answer your question, yes. It's not core business so I tend not to wear timeslips on my sleeve. But I do get contracted regularly to tune drag cars. All of them in the 11 and 10s. Whoop-de-do. It's not hard considering the octane levels and 10-11 second load durations I tune for. I rarely pat myself on the back when one of the cars I tune runs quick. I give a lot more credit to those who develop the chassis. The drivers also deserve considerably more respect as they are not strapped down to rollers, traveling at 0mph.

Certainly not you with your complete disregard for facts and reality. We, like most tuning shops I know of, charge $200/hour for dyno tuning.

If you want to attack us for some reason, please do so with a slight regard for the facts. Anything less is disingenous and just draws light to your actual motives which are questionable, to say the least. Sorry for butting into this thread. Let's at least try to play nice.

Best Regards,
Shiv

 

We're using our dynojet dyno and we put down 258whp on a stock evo with absolutely on mods or tweaking.

Martin

 

Dont forget to mention what Adams Galant dynoed vs its ETs. Isnt it the quickest/fastest GVR4 in the world?

 

What do those 10 and 11 sec cars dyno at, ~230hp?

 

Adam's Galant VR-4 dyno'd around 470-480whp and went 11.2's at 127mph. A 50 shot on top of that put him at 10.9's at 132.Xmph Who has the video of the car running 11.1X's with the roof-rack on racing some F-body, it's hilarious
Damn you're hot on our tail with your GVR4. Cant' wait to see it at the Shootout this year. The Galant is getting some new things done to it and it should be done shortly.

Martin

 

This is completely in line and expected from a 2wd dynojet run. AWD dynojet would be around 225whp and an AWD dyno dynamics would be around 192whp (shiv said he got low 190s on 93~oct guys). Only fools would ignore his results, hes not lying to anyone here.

Keep these numbers handy when you guys want to compair AWD dynos. Driveline loss for a dyno dynamics is 1.4, dynapack is 1.3, mustang is 1.26 and dynojet is 1.19 (these are for a WRX but according to the few evo8 dyno scans ive seen, they hold true for the evo!).

So if your car put down 250whp on an AWD dynojet:
250 x 1.19 = 299hp at the flywheel

the same car would put down 214whp on a Dyno Dynamics (at the same temperature, elevation, gas, moon phase, ect):
214 x 1.4 = 299hp at the flywheel

These numbers are not absolute but they give you a damn good rough guess. Just saying "You guys should ignore X dyno" because you DONT LIKE THE NUMBERS is petty and uninformed. If you still dont get it and just want to stroke your ego, convert your car to 2wd, run it on a dynojet and show your friends.

 

A link was posted for your benefit an hour and a half before you posted that question.
It had that info in it.

 

I dont understand why everyone is all of sudden getting all worked up over some dyno runs and tuning shop practices. If this normaly well informed online community that I have been a part of for so long continues bashing the vendors and tuners that are only providing you with free information then fewer and fewer vendors will be posting there results here at all. I always said that any info is better then no info. Lets try and lay off a little guys.

My 2 cents

 

This is with Chicago gas 93 octane right? I heard that chicago 93 octane reformulated gas is probably the same as 91 octane in cali.

impressive, if that is the case.

Nick