New BW EFR Turbo Thread
Newbie
Joined: Sep 2011
Posts: 24
Likes: 0
From: Texas
I see dyno numbers like this. No matter what dyno you use, the numbers it spits out are just numbers, they mean nothing.
I could care less if it is technically "1 hp", no dyno reads real hp, they all just spit out numbers.
The only thing that makes those numbers mean something outside of that particular tuning session, is if they are consistent. Doesn't matter what the numbers are, if every other dyno reads different, then the numbers are worthless on the internet as you can't use them to compare to anybody/anything else.
This is where the dynojet becomes the standard. Due to the way it works, there are no user adjustable settings to change the readings, meaning that all dynojets everywhere will read the same numbers, making the numbers useful as we can now compare numbers and actually have a worthwhile datapoint.
I have been to 2 dynojets in the same day, 1 a 248, the other a 224. Both read the same numbers. There is no way for the operator to screw with the numbers by loading the car differently or changing another setting. The numbers you see are the numbers you get.
I have seen people on load bearing dynos (mustang, DD, dynopak ect) change the outputted numbers at will with the push of a few buttons. That instantly removes all credibility for those dynos when it comes to comparing numbers IMHO. It also means that it is impossible to compare numbers even between the same brand since some shops have "low" reading dynos and others have "high" reading dynos.
That said I much prefer tuning on a load bearing dyno, they allow for a much better tune for sure. I just don't like the numbers they put out since they are so easily manipulated.
In the end, all dynos spit out numbers, none of the numbers actually mean anything, some are just more consistent then others, hence why they become the standard.
I could care less if it is technically "1 hp", no dyno reads real hp, they all just spit out numbers.
The only thing that makes those numbers mean something outside of that particular tuning session, is if they are consistent. Doesn't matter what the numbers are, if every other dyno reads different, then the numbers are worthless on the internet as you can't use them to compare to anybody/anything else.
This is where the dynojet becomes the standard. Due to the way it works, there are no user adjustable settings to change the readings, meaning that all dynojets everywhere will read the same numbers, making the numbers useful as we can now compare numbers and actually have a worthwhile datapoint.
I have been to 2 dynojets in the same day, 1 a 248, the other a 224. Both read the same numbers. There is no way for the operator to screw with the numbers by loading the car differently or changing another setting. The numbers you see are the numbers you get.
I have seen people on load bearing dynos (mustang, DD, dynopak ect) change the outputted numbers at will with the push of a few buttons. That instantly removes all credibility for those dynos when it comes to comparing numbers IMHO. It also means that it is impossible to compare numbers even between the same brand since some shops have "low" reading dynos and others have "high" reading dynos.
That said I much prefer tuning on a load bearing dyno, they allow for a much better tune for sure. I just don't like the numbers they put out since they are so easily manipulated.
In the end, all dynos spit out numbers, none of the numbers actually mean anything, some are just more consistent then others, hence why they become the standard.
Last edited by Texas_Ace; Jan 7, 2012 at 07:08 AM.
Evolving Member
Joined: Sep 2005
Posts: 178
Likes: 0
From: NY
Doesn't matter what the numbers are, if every other dyno reads different, then the numbers are worthless on the internet as you can't use them to compare to anybody/anything else.
This is where the dynojet becomes the standard. Due to the way it works, there are no user adjustable settings to change the readings, meaning that all dynojets everywhere will read the same numbers, making the numbers useful as we can now compare numbers and actually have a worthwhile datapoint.
IF load dyno is a modern one and the dyno's weather station works correctly so that SAE correction works well, it works great and gives consistent and repeatable numbers too, in a +/- 5% range.
I have seen people on load bearing dynos (mustang, DD, dynopak ect) change the outputted numbers at will with the push of a few buttons. That instantly removes all credibility for those dynos when it comes to comparing numbers IMHO. It also means that it is impossible to compare numbers even between the same brand since some shops have "low" reading dynos and others have "high" reading dynos.
This is what usually I see too, especially when the engine builder/mapper is even the dyno owner, numbers get inflated as well!
But if you leave a load dyno with zero correction other than the SAE one, it works great, in my experience.
That said I much prefer tuning on a load bearing dyno, they allow for a much better tune for sure.
Evolving Member
Joined: Sep 2005
Posts: 178
Likes: 0
From: NY
I would like to think that the majority of people realize that the Dyno is simply a measurement tool. It is best to compare Dyno numbers to a previous run on the same Dyno. In order to see the difference. Jumping from Dyno to Dyno and trying to compare is useless.
YES!
But let me again remind to those who don't know yet, that a non-US load dyno run usually gives at the FW your DJ WHP.
Should be, but EFRs do not exist... just an internet myth!
Account Disabled
Joined: Oct 2011
Posts: 151
Likes: 0
Dynojets can be made to read way off too. Very easy. How many dynojet operators measure the coastdown losses after every set of runs, how many monitor wheel slip to ensure the strap tension is the same?
All dyno's suffer poor operators at times. There is no standard and that is the problem.
All dyno's suffer poor operators at times. There is no standard and that is the problem.
Evolving Member
Joined: May 2009
Posts: 185
Likes: 1
From: uk
There are two sets of cones , you enter the first set below 30mph then go for it!
The cars are weighed and have v-boxes fitted.
The cars are weighed and have v-boxes fitted.
Account Disabled
Joined: Oct 2011
Posts: 151
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Newbie
Joined: Jun 2011
Posts: 1
Likes: 0
From: Sydney, AU
Dude, I don't know what your problem is. We are on the same page that there is lots of BS going on with dynos.
I think the only difference between you and I is you seem to believe it only happens in the US? I'm saying I have no doubt it happens every where else too.
Point being, take dynocharts with a grain of salt no matter where they come from. I'm really not interested in this going further, you seem to think I have some point to prove about Dynojets when I certainly do not.
Oh, but for the record, NONE OF THEM measure HP. They calculate it either from a torque measurement or acceleration of a known inertia measurement.
I think the only difference between you and I is you seem to believe it only happens in the US? I'm saying I have no doubt it happens every where else too.
Point being, take dynocharts with a grain of salt no matter where they come from. I'm really not interested in this going further, you seem to think I have some point to prove about Dynojets when I certainly do not.
Oh, but for the record, NONE OF THEM measure HP. They calculate it either from a torque measurement or acceleration of a known inertia measurement.
What he says is no bull****. This argument is on so many different forums and you yanks are all skeptical. I don't blame you. On the otherhand, ItalianEvo, who the **** cares
More results please, videos, roll on numbers, acceleration vids, spool vids. Cmon.
I opted to hold off on the weight reduction and focus on the engine build.
i should be up and running in 2 weeks or so with my EFR 8374 .92 a/r - wrapping up final design detail on the Twinscroll EFR Internal-WG turbokit before finishing fabrication
