Dyno Comparison Thread
01-31-2006, 01:47 PM
#23
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Great info... good to know that the numbers are just that, numbers. I'm glad to see my numbers would be higher on the other dyno's, so am I correct in saying I have 26 more horse power on a dynojet compared to a dynamics?
02-02-2006, 03:23 PM
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Originally Posted by onyx350z
Great info... good to know that the numbers are just that, numbers. I'm glad to see my numbers would be higher on the other dyno's, so am I correct in saying I have 26 more horse power on a dynojet compared to a dynamics?
04-25-2006, 07:28 PM
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Dastek has a very small foothold in the US market.
They started out as a knock off of Dyno Dynamics. Basically took our design and tried to reverse engineer it. Devil is in the details.
I'm note 100% sure of the std rating for Dastek. I believe they come from the factory on par w/ our numbers. However the operator can modify the correction factor to create a DJ or Mustang type number.
Remember the true measure of a dyno isn't to spit out numbers, but to provide a stable and repeatable testing platform for the operator/tuner.
They started out as a knock off of Dyno Dynamics. Basically took our design and tried to reverse engineer it. Devil is in the details.
I'm note 100% sure of the std rating for Dastek. I believe they come from the factory on par w/ our numbers. However the operator can modify the correction factor to create a DJ or Mustang type number.
Remember the true measure of a dyno isn't to spit out numbers, but to provide a stable and repeatable testing platform for the operator/tuner.
05-11-2006, 06:06 PM
#27
Can a DynoJet dyno be made to print out bigger numbers ?
Ive seen some DynoJet numbers that seem very high on a SC . Double the stock WHP on only 11 to 12 psi . When it takes 14.7 psi to double the N/A whp of a car . And I know there are other factors that decrease the hp output , like exhaust .
Ive seen some DynoJet numbers that seem very high on a SC . Double the stock WHP on only 11 to 12 psi . When it takes 14.7 psi to double the N/A whp of a car . And I know there are other factors that decrease the hp output , like exhaust .
05-11-2006, 06:14 PM
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Yes , any dyno can manipulate the numbers to produce a desired result. Some shops of questionable integrity are know nationwide for having obscenely high numbers.
DJ numbers can be manipulation by a number of methods.
Remember the key is gains and losses, pre vs post parts/tune/build.
DJ numbers can be manipulation by a number of methods.
Remember the key is gains and losses, pre vs post parts/tune/build.
05-11-2006, 06:19 PM
#29
Originally Posted by booger
Can a DynoJet dyno be made to print out bigger numbers ?
Ive seen some DynoJet numbers that seem very high on a SC . Double the stock WHP on only 11 to 12 psi . When it takes 14.7 psi to double the N/A whp of a car . And I know there are other factors that decrease the hp output , like exhaust .
Ive seen some DynoJet numbers that seem very high on a SC . Double the stock WHP on only 11 to 12 psi . When it takes 14.7 psi to double the N/A whp of a car . And I know there are other factors that decrease the hp output , like exhaust .
05-11-2006, 06:20 PM
#30
Originally Posted by UnderPressure
Yes , any dyno can manipulate the numbers to produce a desired result. Some shops of questionable integrity are know nationwide for having obscenely high numbers.
DJ numbers can be manipulation by a number of methods.
Remember the key is gains and losses, pre vs post parts/tune/build.
DJ numbers can be manipulation by a number of methods.
Remember the key is gains and losses, pre vs post parts/tune/build.
05-11-2006, 06:26 PM
#31
Originally Posted by booger
Thats what I figured . There have been some huge numbers being posted with SCer's and turbo cars . Some gaining 50 to 80 whp with only a 1 1/2 to 2 psi increase on a SCed car
This leads to a question though...how do you calibrate one of these machines?
05-11-2006, 06:30 PM
#32
Originally Posted by kcobean
Just out of curiousity, why do you say it takes 14.7 PSI to double the N/A WHP of a car? I would think with the other variables involved (timing being one of them) simply increasing the pressure to a standard 1 atmosphere doesn't necessarily equate to doubling the HP. Just wondering.
Of course there are other factors involved . Most of the factors involved decrease the possiblility of making double WHP . In a perfectly tuned motor with a no back preasure exhaust , an IC that cools enough with out any restriction , You can double the WHP of a NA car with 14.7psi . Now, how many of us with a SCed car have all this ? Not many and still ,, how many guys post dyno's that show there car made double the NA whp of thier car with less then 14.7psi ? quite a few .
Im refering to a SC car here . Turbo cars can produce double the WHP on less psi
Last edited by booger; 05-11-2006 at 06:35 PM.
05-11-2006, 08:08 PM
#33
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Calibration.
There is a sticky subject. I'll try to cover the various type of dynos and their calibration procedures.
Calibration on any inertia dyno is really non-existant. The mass of the rollers does not change significantly over time. Hence the mass value used to calculate the rate of change in acceleration doesn't change. The only part to calibrate is the airgap betweeen the Hall effect sensor and the trigger wheel.
Eddy current/Water brake dynos measure tractive effort input force a set distance from the axis of rotation. The brake mechanism applied a counter force to create load or steady state conditions. The the measured force @ distance x is compared to the resitance force (brake) and input force is derived.
Now the part about calibration. Dyno Dynamics load cells are self calibrating (zeroing). Meaning, when the rollers are in a static condition the computer is looking @ the analog input value from the load cell, making incremental changes to bring the value back to a null value. Not + or - force on the load cell. This compensates for changes in the k value of the materials used. Temp changes affect the distance from axis rotation, durometer of the rubber insulator, etc.. The load cell measures to 0.001newton. It is a very sensitive system.
Mustang's system of calibration is as follows. Their load cell has no closed loop system. Once evey 6 months, depending on use, the operator has to disassembly part of the dyno to have access to the load cell and retarder. A plumb weight is suspended off a rod of a predefined length. This rod and plumb weight is hung off the load cell parallel to the floor.
-----------------[]
|
|
V
[]- cell
--- rod
V - weight
(my ascII art sucks)
The weight @ a given distance applied a predefined level of force to the load cell. This should produce a given reading in the software. The operator then adjust this constant as needed to compensate for conditions that might have changed since the last calibration. Wear in the system, temp change, etc...
Usually this takes the better part of 2-4 hours depending on the operator. I know of some Mustang dynos that have not been recalibrated since their initial setup. Other operators I know have made their own plumb weight and suspension rod instead of purchasing one from Mustang. If the weight or rod length if even off slightly then the load cell constant for that machine will be different than what is defined my the mfg.
I can guess the calibration procedure for a DJ/SuperFlow/DP load cell is near the same as Mustangs'.
There is a sticky subject. I'll try to cover the various type of dynos and their calibration procedures.
Calibration on any inertia dyno is really non-existant. The mass of the rollers does not change significantly over time. Hence the mass value used to calculate the rate of change in acceleration doesn't change. The only part to calibrate is the airgap betweeen the Hall effect sensor and the trigger wheel.
Eddy current/Water brake dynos measure tractive effort input force a set distance from the axis of rotation. The brake mechanism applied a counter force to create load or steady state conditions. The the measured force @ distance x is compared to the resitance force (brake) and input force is derived.
Now the part about calibration. Dyno Dynamics load cells are self calibrating (zeroing). Meaning, when the rollers are in a static condition the computer is looking @ the analog input value from the load cell, making incremental changes to bring the value back to a null value. Not + or - force on the load cell. This compensates for changes in the k value of the materials used. Temp changes affect the distance from axis rotation, durometer of the rubber insulator, etc.. The load cell measures to 0.001newton. It is a very sensitive system.
Mustang's system of calibration is as follows. Their load cell has no closed loop system. Once evey 6 months, depending on use, the operator has to disassembly part of the dyno to have access to the load cell and retarder. A plumb weight is suspended off a rod of a predefined length. This rod and plumb weight is hung off the load cell parallel to the floor.
-----------------[]
|
|
V
[]- cell
--- rod
V - weight
(my ascII art sucks)
The weight @ a given distance applied a predefined level of force to the load cell. This should produce a given reading in the software. The operator then adjust this constant as needed to compensate for conditions that might have changed since the last calibration. Wear in the system, temp change, etc...
Usually this takes the better part of 2-4 hours depending on the operator. I know of some Mustang dynos that have not been recalibrated since their initial setup. Other operators I know have made their own plumb weight and suspension rod instead of purchasing one from Mustang. If the weight or rod length if even off slightly then the load cell constant for that machine will be different than what is defined my the mfg.
I can guess the calibration procedure for a DJ/SuperFlow/DP load cell is near the same as Mustangs'.
11-28-2006, 04:33 PM
#37
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A little history lesson on Dynojets:
http://www.factorypro.com/magazine/S...e/scan0001.pdf
http://www.factorypro.com/magazine/S...e/scan0002.pdf
http://www.factorypro.com/magazine/S...e/scan0003.pdf
http://www.factorypro.com/magazine/S...e/scan0004.pdf
http://www.factorypro.com/magazine/S...e/scan0005.pdf
http://www.factorypro.com/magazine/S...e/scan0001.pdf
http://www.factorypro.com/magazine/S...e/scan0002.pdf
http://www.factorypro.com/magazine/S...e/scan0003.pdf
http://www.factorypro.com/magazine/S...e/scan0004.pdf
http://www.factorypro.com/magazine/S...e/scan0005.pdf
01-08-2007, 05:23 AM
#39
Wanted to post this in this thread to show people the difference in numbers on my car. Both of these were done within hours of each others on the same day. The DD was not "corrected" to read like a Dynojet.
Dyno Dynamics STD correction (No BS Dj correction)
13psi - 488whp 470ft/lbs
15psi - 541whp 540ft/lbs
Dynojet STD Correction
13psi - 525whp 494ft/lbs
15psi - 578whp 562ft/lbs
Dyno Dynamics STD correction (No BS Dj correction)
13psi - 488whp 470ft/lbs
15psi - 541whp 540ft/lbs
Dynojet STD Correction
13psi - 525whp 494ft/lbs
15psi - 578whp 562ft/lbs
