gonzo

iTrader: (4)

Dyno4mance

iTrader: (5)

So wrong on so many levels it would be impossible to even start to respond
Where do you live?...If you are not too far away you need to come by the shop I will be more than happy to demonstrate to you that the points that you raise are simply not true....I am all about education

My 2c

Karash

iTrader: (6)

The Dyno is a tool to use *before* you go to the track to find out how fast your car actually is.

SloRice

iTrader: (8)

I’m not going to get into the “who is better than who” argument because I do it every day and it’s not worth my time. But I am going to defend my product.

Dustin@Vishnu – Please think before you post. I have attached a log of what our dyno reads during a run. I know my counting skills are limited, but I’m pretty sure there are more than 8 data points.

Mustang’s dynos offer real time monitoring of up to 8 different channels – RPM, HP, TQ, AFR, Boost Pressure, EGT, Oil and Coolant Temp, etc. All of which is user definable. As far as consistency, Mustang’s are one of the most consistent units out there. I have access to logs of over 50+ runs on my friends Eclipse GST with the BR475 kit to prove it.

Unfortunately, all dynos have the ability to be “modified” to read whatever the shop wants. There is just too much open source code in the software of the systems to not have this happen. Hopefully most shops are honest enough to give real numbers and not BS.

Everyone is on the DD band wagon because its resolution is so great. In all actuality, it’s the other way around. The data is so filtered that you’ll be able to see those 1 or 2 horsepower increases. This is also true for the Dynapaks. It’s a known fact that a motor does not have the ability to make exactly (for example) 200HP at WOT at 4000RPM during a steady state test for an extended period of time. There are to many variables on a chassis dyno for this to happen – i.e. air intake temperature, air velocity, air volume, A/F ratio, temperature of the oil, temperature of the coolant, frictions in the engine and drivetrain, etc, etc, etc – you see where I’m going with this. Our system reads what it reads and spits out the raw information to you. That’s why when you do a steady state test on our unit, it will fluctuate 4-6 HP all the time. IT’S ALL BASIC PRICIPLES OF PHYSICS AND THERMODYNAMICS – Don’t get sucked into the BS that those two companies are selling.

Also the pricing of those systems – Honestly if you’ve ever seen a DD or Dynapak, you would be wondering where that $100,000+ price tag for an AWD unit and $50,000+ for a 2WD unit comes from. I can sell you an MD-100 with a bigger Eddy Current, knurled rollers and no flywheel inertia and sell it for less than $35,000 and call it the direct competitor to a Dyno Dynamics. Because that’s what you are getting. They sell a product that doesn’t have the ability to do everything ours does for double the price…anyone else see a problem with this?

SevenFour – we use an Eddy Current for loading capabilities.

On that topic, Mustang was the PIONEER and ORGINATOR of Eddy Current Dynamometers….no one else. We’ve been doing EC dynos for over 15 years. We must be doing something right because look at the companies that followed us….

Dynojet – was inertia only dynos, now running EC’s on their 224x
SuperFlow – was water brake only dynos, now running EC’s
Land & Sea – was water brake only dynos, now running EC’s
Dyno Dynamics – exact copy of the old Mustang emission dynos we’ve been producing for 15 years
Dynapak – still using the old concept of using fluid pressure to control load (same as a water brake)

I’m sure I’ve pissed a few people off – Flame suit on

Tim
Sales Engineer
Mustang Dynamometer

SevenFour

I live within 20 miles of 3 dyno jets (1 AWD) and a Dyno Dynamics, I've seen them in action many times. I've seen the correction factors entered into the DD dyno, I've seen the numbers change. I've seen the setup of a DynoJet prior to doing runs, I've seen what's entered and what can be minipulated.

How can you possibly say that the DynoDynamics Power Graphs and scaling are good? They look like ***. The owner of the DD dyno near me can't get the graph to display peak TQ & HP #s at the same time (could be him, or it might not be possible). Like I said, it's a good tuning dyno, with really crappy software. The logging is great but the interface blows man, and the "Print out" program is a joke; it's like MSPaint but with less options. Perhaps my neg. views on the DD software is due to the operator of the local dyno, if it is I'd love for you to show me how capable it is.

You can't tell me that every DD dyno will read within 2% of eachother because every owner can input a different correction factor. I've gone from DynoJet to DynoJet and seen them read LESS than 2% of eachother.

I've been on/worked with DynoJets, Clayton & DynoDynamic dynos. And out of all of them the DynoJets have given the clearest curves & the best experience.

Sorry, I've never used a Mustang and couldn't remember if it was EC or WB. Like I said, I like the mustangs read-outs it and from what I've seen screen caps of and talking to people who use them the GUI is fairly intuitive.. Looks like a very good dyno.

strikethree

hear hear! there is no way an evo will ever be a fully respectable drag racing vehicle. what a waste. the car is not about straight lines. yes, power is important, but it is not the main focus of the vehicle. will 1,000 HP and a slow spool help you get a better lap time at laguna seca compared to 500HP and a quick spool with a driver training course?

strike

Dyno4mance

iTrader: (5)

Spoken like a true sales manager touting thier product.....

Precision Dyno

iTrader: (5)

Let me try to clarify what I meant. I seem to be having a hard time getting thru....

After 1 year of research My list of prospective dynos to purchase went to three.
1. Dyno Dynamics
2. Mustang
3. Dyna Pack

Dyna Pack was appealing for many reasons. FOR ME it was the portability and accuracy of the measuring equipment.
Unfortunately, After seeing some in action and the time it would take me to set up vehicles in a volume shop, I decided it wasn't going to work for me. FOR ME. Not to say for others it can't work well.
Second the price was a concern. Over $100k for the AWD model with the right attachments and such.

(these will be brief and lamen explanations)
So it was foward from there.

Dyno Dynamics was and still is my FIRST CHOICE for the best overall Dyno money can buy. I won't get into too many technicalities, but it really is what they say it is.
MY ONLY ISSUE is the fact that my Budget couldn't afford the 120k+ for the AWD model. Let me repeat that I said it was only a budget related issue. I One day would love to own one.


Then we went to Mustang with a proposal. They came up with a Package for us that we couldn't put down. For the work I do here and in the future it was perfect for me and MY Budget. At $80K I got every option I wanted including the Motorcycle package I wanted for my clientel. It is a true load bearing dyno with very easily navigated software. It DOES THE JOB BETTER than 99% of the dynos on the market for MUCH less.

Note a Dynojet NEVER even came up on the list. As a tuning facility you can not say that you have a dyno that can tune a street driven vehicle with one of those units. Without steady state tuning it is Impossible to dial in Optimal ignition and Fuel for a given cycle. WOT runs do not tune the low throttle section with optimal torque value.
That is a fact. You can guess and interpolate load cells with the help of a knock sensor, but it will not be optimal.
Just like people say a dyno is a tool, so are sensors like EGT's, Knock sensor and O2 to name a few.
Your best tool in your box will then be your Brain. With the right VE calculations and the proper load bearing device, a stand alone EMS can be tuned flawlessly for drivability.
End of my rant

SloRice

iTrader: (8)

Except I tout FACTS, not internet BS...

Dyno4mance

iTrader: (5)

At last someone that is talking sense...

Dyno4mance

iTrader: (5)

My source of information is not gleaned from the internet as most do..... but I draw from experience gained during many late nights spent tuning all sorts of vehicles and engine management systems....

Event-Horizon

iTrader: (1)

Hey Tim, who cares about a dyno that cant even do partial throttle load. Can your dyno allow someone to see changes made at partial throttle at a particular cell....

What I ment to say was, can you see the output at the tire change in real time as timing is introduced during partial throttle? I have seen with my own eyes a DynoDynamics be able to easily do this.

From what I have seen in the past, the graphs that a mustang produces look like something a kid with a crayon and a ruler has drawn. How can you possibly see changes that are made in a single cell on a graph or do you have another screen like the DD which enables you to see these small changes in real-time?

SloRice

iTrader: (8)

OK, since you edited your statement, so will I.

You obviously didn't comprehend what I said about how based on the laws of an internal combustion engine it isn't possible to maintain the exact same amount of horsepower for the duration of a steady state test. It just doesn't happen. Therefore, how can a dyno say that it does??

Yes you can see changes with our system when timing is adjusted. But if you want such a finite resolution of 1-2HP by adjusting timing, then you are tuning that motor so close to the edge of destruction and I would never let you touch my car.

gsujeff55

iTrader: (4)

ever even tuned on a Dyno Dynamics?

Precision Dyno

iTrader: (5)

Yes I can see real time increases and decreases in the software while in steady state.
I use this everyday to tune fuel and timing curves.
But mostly for fuel. The timing values are increased or decreased in 3-6 degree increments while specifying a constant speed or load. It works very well.
But I don't hold the vehicle there for a specific amount of time. Depending on the EMS software you can go thru the load cells in a timely fashion. It gives plenty of resolution to optimally tune timing values.
If you have good knowledge about the specific application, you should be close to the timing values needed based on the VE table that has been created on the basic fuel map. By datalogging the stock ECU at various load sites and drive cycles prior to tuning it will allow you to see the basic formation quickly. Using that information your ignition tuning time speeds up without having to spend too much time in a specific load cell. Some nice increases in power can be seen when you are at partial throttle all the way up the range.
Partial , low, mid or WOT, it doesn't matter. The Mustang Dyno still allows you to be under a programmed load at all times. Its nice have the rollers control the car instead of the other way around.