Im surprised that not a single person in this thread has actually made the distinction between the dynojet actually being an accelerometer, and not a dynamometer. One of the reasons they read like they do is because it has to compensate for the added momentum that the big drums provide. So once they are spinning, its much easier for the car to continue to accelerate the drums.

DD's are load bearing, as a few of you have mentioned. So as the drums start to spin, the computer can compensate by adding a load to the drums to create a more life like situation.


Dicky, no more arguing over the internet. It makes everyone feel stupid.

-Peter M

 

"The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower."

So the IX put generaly around 30 more whp and 25 wtq ,then 03-04 VIII. And this is from Mitshubishi.

Its not suprising, via larger hotside and more efficent turbo ,MIVEC, remaped ECU.

 

Ever hear of mustang Gt's in the early/mid 90's Numbers are uncontrollable.. You cant get EVERY evo produced to make EXACTLY 286 crank HP... You are looking at it like they are fine tuned to perfection and each one is individually dyno tuned before it hits the lot... Not the case, some evos may be putting down over 300 crank HP for all we know, as well others may be only skimming out a low 265 crank..

the mustangs were either above or below also, some were making 40/50 more HP than claimed.. thats basically what started alot of the HP wars we encounter now adays..


if you wanna raise your dyno numbers do some more mods zing pow!