kevinapex

iTrader: (22)

These are my dynamometer test results from a Mustang then DynoJet dynos.
Alttitude is approximately same, air temp.+- 10 deg.F, humidity same.
91 oct. pump gas, no mod. or tune changes on 04' Z.
Mustang run from 12/14/05 Max #s Hp 436
DynoJet run from 2/25/05 Max #s Hp 429
I know #s are for tuning purposes, But... I was under the asumption that Dynojet #s are compairably "inflated" to Mustang.
Is this due to the operators set up?
Kevin

phunk

iTrader: (21)

the mustang dyno you were on was probably calibrated in attempt to emulate dynojet numbers.

Gman2004

iTrader: (8)

I thought Mustang dynos didn't have a correction factor function?????

kevinapex

iTrader: (22)

Would this be in the correction factor of the Mustangs setings?
So, there is no "industry standard" per say on these setups, It's just how
much or little the operator wants to sandbag the customer?
Poo POO!!!

JETPILOT

iTrader: (51)

You forgot the most important factor..... barometric pressure. +/- 10F is a big difference.

Are these #'s corrected #'s?

This comparisson is completely unscientific and amounts to....... nothing worth comparing.

Thanks for an attempt at a comparisson. (Not trying to be sarchastic).

Respect
JET

Sharif@Forged

iTrader: (92)

I agree. The challenge with comparing different dynos, is that the dyno operator will rarely indicate if they are adjusting their numbers to emulate an industry standard dynojet number. The local Mustang dyno in Charlotte is uncorrected, and gave me 327whp (this was a long time ago), and a couple days later on a DynoJet, I had 405whp'ish SAE corrected.

Based on the numbers you posted, I am inclined to believe that the Mustang dyno has been adjusted to closely resemble a DJ number.

kevinapex

iTrader: (22)

Are DynoJet # the industry standard Sharif?

Sharif@Forged

iTrader: (92)

In the USA, yes. They have the largest marketshare, by far, and have been around the longest...so by default, they are industry standard. IMHO, not the best dynos, but thats a whole different story...I am reluctant to get Phunk worked up on this topic.

phunk

iTrader: (21)

Nah i wont get worked up, cause you stated the facts. Dynojet is only the standard because of its abundance.

The most common Dynojet model 248 definatly is not very nice... I give it props only for repeatability, consistency, and lack of potential manipulation.

Otherwise, its not so great. Many other dynos far exceed its abilities to aid in tuning the car... including the new Dynojet 224xlc load dyno (Which also comes in AWD like a great chicagoland shop called AMS has).

kevinapex

iTrader: (22)

lol...To tell the truth the hp #s realy don't hold much creditability to me but, I can be frustrating to spend money on mods. or tuning at your local dyno shop and have the hp/ tq gains come from the tuner tuning the machine rather then the parts or tuning yielding gains!
TRUST YOUR TECHS!!

MIAPLAYA

iTrader: (3)

One of the easiest ways to manipulate a Mustang read out is to input a lower weight then the car actually is. Back in my Spec V days someone on that forum tested that. They inputed actual vehicle weight and got their "baseline" then inputted a weight that was several hundred pounds less. It under loaded the rollers and the dyno read almost 25 WHP higher.

kevinapex

iTrader: (22)

So you need to "weigh in" to get an accurate base line before run on Mustang or does the Dyno give some weigh specs?

MIAPLAYA

iTrader: (3)

The dyno has no scale built in. It is relying on a reliable weight input by the operator to load the rollers correctly. Typically you can use the generally accepted vehicle weit for this. But after adding several hundred pounds of mods it may be off.

kevinapex

iTrader: (22)

So the operator has to change the stock gvw inputs based upon ALL mods, inc. fulid amounts, and enter these values every time you run?
Thanks Kevin

MIAPLAYA

iTrader: (3)

Well there is not seperate fields for each and every one of those variables. There is quite simply a single entry field fr vehicle weight. After this is entered on a Mustang and dyno and the operator gets ready to begin the run you will hear the dyno shifting the weights on the roller to adjust for the inputted weight.

taurran

iTrader: (18)

Bragging rights are subjective. The only real important use for a dyno is to see your gains on the same dyno in the same conditions and to assist in tuning. Comparing peak dyno numbers from seperate dynos is only chest beating that we are all guilty of from time to time. Besides, there is SO much more to a fast car than peak hp and tq numbers.

kevinapex

iTrader: (22)

This all helps to understand, thanks.
An increased Butt dyno can mean more than a increased dyno #!!

MIAPLAYA

iTrader: (3)

This is so true. In some cases adding an exhaust to a turbo car will net you gains of as much as 20 WHP in the low end but your peak hp numbers won't change. Doesn't mean the car is not faster though

booger

iTrader: (6)

One of the Mustangs Ive dynoed on , the operator asks how much you Wt. and asks how much do you think the mods you have added Wt. We ended up putting in 3700lb's for my car . Both the Mustangs Ive been on are always with in 2 to 4WHP of each other

Robert_K

iTrader: (25)

Kevin: The dyno is something that is very suggestive, IMO. That why I always suggest going back to the same dyno to see gain/loses. This article from Turbo Magazine: http://turbomagazine.com/tech/0306tur_dynodash/ shows the different between several of them. You can see that not every dyno will produce the same numbers.

Now... As far as Mac Autosport I highly suggest them! Nick has worked with the UTEC many of time on the Evo & STi apps. I have been to several meets/shops with my Z and when I had my Evo and people continue to talk about how much the love Mac Autosport.