Dyno jet vs. Mustang dyno
You're comparing apples to oranges.
You have to remember - it's not a matter of which one is better - it's a matter of using one or the other consistently when 'measuring' HP output.
Meaning - if you get a baseline run on one of these machines - stick to that dyno when getting another reading. Try to reproduce the same dyno conditions that you used previously...
You have to remember - it's not a matter of which one is better - it's a matter of using one or the other consistently when 'measuring' HP output.
Meaning - if you get a baseline run on one of these machines - stick to that dyno when getting another reading. Try to reproduce the same dyno conditions that you used previously...
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Joined: Jun 2003
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From: Nothern CA
I agree with kapolani. Any measurement device needs to produce consistent as well as accurate data to be useful. Tunning is all about the power curve not the absolute numbers.. Dynos work in an artificial environment with many variables that differ from the real application. Since A dyno provides a means to achieving an end the tunner is much more a factor then the instruments used. Dyno claims are rather empty, track performance, and who achieves it is more useful information. It isn't as much the tool as it is the users skill.
There is a BIG difference between dynos.
The majority of these posts I read from a daily basis look at the Peak Numbers. A Mustang will read lower than a Dynojet. It doesn't read low. There is a difference.
The majority of Eddy current load bearing dynos WILL be the best. They accurately mimic real world load and road conditions. That way you can tune your load sites correctly with the software you are using for EFI.
Dynojets can only measure Peak numbers with calculations based on Inertia. That is why you always see a FULL WOT pull on those types on units. It can't hold a load. Tuners rely on the overall curve to "guess" where the optimal Igniton timing and fuel consumption is.
While looking at the knock activity and WB output.
There is no real way to do real time tuning on an Inertia dyno.
I don't want to get into a debate with other vendors, so I will stop with those thoughts.
If anyone has any specific questions I will be more than happy to help clarify the Myths involved.
But for arguments sake always try to stay with the same dyno if you want to measure your peak numbers after mods. And always have them SAE corrected.
My two cents.
The majority of these posts I read from a daily basis look at the Peak Numbers. A Mustang will read lower than a Dynojet. It doesn't read low. There is a difference.
The majority of Eddy current load bearing dynos WILL be the best. They accurately mimic real world load and road conditions. That way you can tune your load sites correctly with the software you are using for EFI.
Dynojets can only measure Peak numbers with calculations based on Inertia. That is why you always see a FULL WOT pull on those types on units. It can't hold a load. Tuners rely on the overall curve to "guess" where the optimal Igniton timing and fuel consumption is.
While looking at the knock activity and WB output.
There is no real way to do real time tuning on an Inertia dyno.
I don't want to get into a debate with other vendors, so I will stop with those thoughts.
If anyone has any specific questions I will be more than happy to help clarify the Myths involved.
But for arguments sake always try to stay with the same dyno if you want to measure your peak numbers after mods. And always have them SAE corrected.
My two cents.
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