Dynojet Vs Mustang Dyno
Dynojet Vs Mustang Dyno Last summer I put the car on a Dynojet and netted 366hp and 355tq with the following mods (didn't use the wide band):
220/224 530/534 112, Hooker LT, 3" custom y-pipe w/ dump, port matched Weiand intake, ported stock Maf and TB, SLP lid w/ K&N, NOSzle DP (installed but not spraying), Moser 9" 3.70 w/ 35spline axle and Detroit Locker, and 26 10.5 ET Streets. (stock tune)
Last night on a Mustang Dyno the same mods as above w/ the addition of PP S2 heads and 1.85 Comp rockers. We guessed the weight at 3800#. We spent $80.00 for an hour of tuning. We started w/ 334.9 hp @ 6250rpm w/ 14.0 a/f and 313.2 tq at 5000. We changed timing and fuel through about 6 pulls and ended up with a best of 343.4 hp@ 6250 and 379.4 tq @ 3000. There is a spike on the tq, aparently I didn't roll in to it well. On the graph it looks a little more like 325-330 on the tq. We moved the torque curve from just peaking over 300, to the entire curvre being above 300.
I'm happy with the tuning, since all we worked on was spark and fuel. My question is, how do these numbers compare to the Dynojet? Is there any way to estimate gains from the Heads and Rockers? We'll be on the dynojet in June. Comparing my car w/ what others pulled that were on the dynojet last year, I'm a little dissapointed. There may be another cam change in my future. How streetable is the Grand-Am cup cam?
220/224 530/534 112, Hooker LT, 3" custom y-pipe w/ dump, port matched Weiand intake, ported stock Maf and TB, SLP lid w/ K&N, NOSzle DP (installed but not spraying), Moser 9" 3.70 w/ 35spline axle and Detroit Locker, and 26 10.5 ET Streets. (stock tune)
Last night on a Mustang Dyno the same mods as above w/ the addition of PP S2 heads and 1.85 Comp rockers. We guessed the weight at 3800#. We spent $80.00 for an hour of tuning. We started w/ 334.9 hp @ 6250rpm w/ 14.0 a/f and 313.2 tq at 5000. We changed timing and fuel through about 6 pulls and ended up with a best of 343.4 hp@ 6250 and 379.4 tq @ 3000. There is a spike on the tq, aparently I didn't roll in to it well. On the graph it looks a little more like 325-330 on the tq. We moved the torque curve from just peaking over 300, to the entire curvre being above 300.
I'm happy with the tuning, since all we worked on was spark and fuel. My question is, how do these numbers compare to the Dynojet? Is there any way to estimate gains from the Heads and Rockers? We'll be on the dynojet in June. Comparing my car w/ what others pulled that were on the dynojet last year, I'm a little dissapointed. There may be another cam change in my future. How streetable is the Grand-Am cup cam?
If people start responding to this thread, you're going to get a lot of varying opinions. 
As far as comparing dyno numbers between one dyno and another, I say just don't do it. Even if they were both dynojet's, not all dyno's read the same.
That said, I prefer a Mustang dyno just due to the eddy current feature they have. I feel it makes it easier to get a more accurate tune. I think that most shops end up using Dynojet's due to the customer support with tuning, but I could be wrong. I believe that Dynojet is supposed to be releasing an eddy current add on for their dyno's, at some point, as well.
All that aside, your numbers sound a little on the low side to me, whether you're M6 or A4. If you're sure something isn't wrong with your car and it IS the cam holding you back, I'd recommend you look into a custom grind cam.
As far as comparing dyno numbers between one dyno and another, I say just don't do it. Even if they were both dynojet's, not all dyno's read the same.
That said, I prefer a Mustang dyno just due to the eddy current feature they have. I feel it makes it easier to get a more accurate tune. I think that most shops end up using Dynojet's due to the customer support with tuning, but I could be wrong. I believe that Dynojet is supposed to be releasing an eddy current add on for their dyno's, at some point, as well.
All that aside, your numbers sound a little on the low side to me, whether you're M6 or A4. If you're sure something isn't wrong with your car and it IS the cam holding you back, I'd recommend you look into a custom grind cam.
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Joined: Aug 2003
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From: Berkley, MI
It is a shame that there is such variation and basically all these threads referance dyno numbers and results and you never know if it is a mustang or a dynojet. I just tossed down 363 on a mustang but there might be some sucker with a marginal set-up throwing down 375 on a dynojet and then misleading people on a part or package. LGM uses a dynojet and that helps show high HP on their parts packages (probably like all the other tuners schlocking parts) but here in detroit all the best tuners use a mustang...tune on a "real dyno" and get your bragging numbers on the generous dynojet.
I've done many pulls on both types of dyno's (some within a day). The mustang dyno is right around 15% lower that the Dynojet's SAE #'s. This would make your 343 on the Mustang dyno around 403 on a Dynojet.
Originally Posted by MT POKT
Last summer I put the car on a Dynojet and netted 366hp and 355tq with the following mods (didn't use the wide band):
220/224 530/534 112, Hooker LT, 3" custom y-pipe w/ dump, port matched Weiand intake, ported stock Maf and TB, SLP lid w/ K&N, NOSzle DP (installed but not spraying), Moser 9" 3.70 w/ 35spline axle and Detroit Locker, and 26 10.5 ET Streets. (stock tune)
Last night on a Mustang Dyno the same mods as above w/ the addition of PP S2 heads and 1.85 Comp rockers. We guessed the weight at 3800#. We spent $80.00 for an hour of tuning. We started w/ 334.9 hp @ 6250rpm w/ 14.0 a/f and 313.2 tq at 5000. We changed timing and fuel through about 6 pulls and ended up with a best of 343.4 hp@ 6250 and 379.4 tq @ 3000. There is a spike on the tq, aparently I didn't roll in to it well. On the graph it looks a little more like 325-330 on the tq. We moved the torque curve from just peaking over 300, to the entire curvre being above 300.
I'm happy with the tuning, since all we worked on was spark and fuel. My question is, how do these numbers compare to the Dynojet? Is there any way to estimate gains from the Heads and Rockers? We'll be on the dynojet in June. Comparing my car w/ what others pulled that were on the dynojet last year, I'm a little dissapointed. There may be another cam change in my future. How streetable is the Grand-Am cup cam?
220/224 530/534 112, Hooker LT, 3" custom y-pipe w/ dump, port matched Weiand intake, ported stock Maf and TB, SLP lid w/ K&N, NOSzle DP (installed but not spraying), Moser 9" 3.70 w/ 35spline axle and Detroit Locker, and 26 10.5 ET Streets. (stock tune)
Last night on a Mustang Dyno the same mods as above w/ the addition of PP S2 heads and 1.85 Comp rockers. We guessed the weight at 3800#. We spent $80.00 for an hour of tuning. We started w/ 334.9 hp @ 6250rpm w/ 14.0 a/f and 313.2 tq at 5000. We changed timing and fuel through about 6 pulls and ended up with a best of 343.4 hp@ 6250 and 379.4 tq @ 3000. There is a spike on the tq, aparently I didn't roll in to it well. On the graph it looks a little more like 325-330 on the tq. We moved the torque curve from just peaking over 300, to the entire curvre being above 300.
I'm happy with the tuning, since all we worked on was spark and fuel. My question is, how do these numbers compare to the Dynojet? Is there any way to estimate gains from the Heads and Rockers? We'll be on the dynojet in June. Comparing my car w/ what others pulled that were on the dynojet last year, I'm a little dissapointed. There may be another cam change in my future. How streetable is the Grand-Am cup cam?
ah yes, the search for truth, justice, and a better dyno number. dynojet has an eddy brake add-on already. http://dynojet.com/a224.shtml
as far as numbers being different from one dynojet to another depends on which software they use. older dynojets, like the one used at www.vincihighperformance.com uses the Society of Automotive Engineers (SAF) standard J1349 Rev JUN90. Correcting to SAE J1349 alters the data to make it seem as if it was taken when the atmospheric pressure was 29.23 in/hg., the temperature 77°F and the humidity zero.
the newer dynojets use the "standard corrected," popular with aftermarket manufacturers (no doubt because it uses 29.92 in/hg and 68°F' to get bigger numbers).
all this right off dynojet's site here: http://dynojet.com/gmhtpmag3.shtml from an atricle that GMHTP did on the dynjet.
so, what does this tell you? numbers are just that. numbers. the wife's 99 formy makes 316.7 rwhp and 329.6 rwtq on vinci's dyno using the older specs. http://www.stealthram.com/familypics/formula/dyno59.jpg now i can go to a newer dynojet and use the "standard correction" and get the higher numbers you guys are getting. but why? just so i can say look at my higher numbers? i'd rather keep my lower numbers because they are more true to the original numbers when doing the math.
one of the SS camaros vinci did put up 266 rwhp completely stock. now doing the 20% math brings it 332 hp. pretty close to the 327 factory rating. http://www.vincihighperformance.com/...s/ls1_zult.gif this graph off of their ultimate package on the fbody page here: http://www.vincihighperformance.com/fbodyls1.html then click ultimate at bottom left.
the thing to do is whatever dyno you started on, stay on. it's the only way you'll get accurate results on changes made.
as far as numbers being different from one dynojet to another depends on which software they use. older dynojets, like the one used at www.vincihighperformance.com uses the Society of Automotive Engineers (SAF) standard J1349 Rev JUN90. Correcting to SAE J1349 alters the data to make it seem as if it was taken when the atmospheric pressure was 29.23 in/hg., the temperature 77°F and the humidity zero.
the newer dynojets use the "standard corrected," popular with aftermarket manufacturers (no doubt because it uses 29.92 in/hg and 68°F' to get bigger numbers).
all this right off dynojet's site here: http://dynojet.com/gmhtpmag3.shtml from an atricle that GMHTP did on the dynjet.
so, what does this tell you? numbers are just that. numbers. the wife's 99 formy makes 316.7 rwhp and 329.6 rwtq on vinci's dyno using the older specs. http://www.stealthram.com/familypics/formula/dyno59.jpg now i can go to a newer dynojet and use the "standard correction" and get the higher numbers you guys are getting. but why? just so i can say look at my higher numbers? i'd rather keep my lower numbers because they are more true to the original numbers when doing the math.
one of the SS camaros vinci did put up 266 rwhp completely stock. now doing the 20% math brings it 332 hp. pretty close to the 327 factory rating. http://www.vincihighperformance.com/...s/ls1_zult.gif this graph off of their ultimate package on the fbody page here: http://www.vincihighperformance.com/fbodyls1.html then click ultimate at bottom left.
the thing to do is whatever dyno you started on, stay on. it's the only way you'll get accurate results on changes made.
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Originally Posted by mrr23
ah yes, the search for truth, justice, and a better dyno number. dynojet has an eddy brake add-on already. http://dynojet.com/a224.shtml
One of the local dyno shops opted for a Dynojet along with the eddy current add on, but from what I gather the eddy current add on isn't being released yet.Funny that you mention the SS at Vinci though, my car is pictured on his site (photo taken before it was mine).
Yeah, we went to Kiser late Saturday night. We got there around 530 I guess after spending the entire day trying to wrap up the NOSzle re-install. The intent was to spray 175 to it and do some N20 tuning. As it turned out, we were missing one fitting from the system, keeping us from completing it. Our initial run was horrible, I didn't think any of the passenger side NOSzles not being closed off one way or another, so we had an increadible vaccum leak. We taped them all off and it was better. This morning I was looking at the rails and realized the spacers I used for the fuel rail were taller than the NOSzles. That means the injectors were not seated properly. The were about 3/16" higher than they were supposed to be and not sealed right. I have a couple issues to work out.
Moral of the story, don't rush an install to get to a dyno.
In May, we're going to get about 2 hrs of dyno tune time and max this puppy out.
Mustang vs D-jet
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right. I went from 60 to 120 and the 6300 shift light was right at 120. My car is an M6.
On a seperate note, one of our local club guys has an Impalla SS w/ a D1 Procharger, on the Mustang he put down about 450hp and +/- 750 ftlb
This is one nasty 4400# car. He has a Denali SS w/ a blower that ran mid 13s if I remember correctly. (this is a 6600# AWD SUV)
Moral of the story, don't rush an install to get to a dyno.
In May, we're going to get about 2 hrs of dyno tune time and max this puppy out.
Mustang vs D-jet
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right. I went from 60 to 120 and the 6300 shift light was right at 120. My car is an M6.
On a seperate note, one of our local club guys has an Impalla SS w/ a D1 Procharger, on the Mustang he put down about 450hp and +/- 750 ftlb
This is one nasty 4400# car. He has a Denali SS w/ a blower that ran mid 13s if I remember correctly. (this is a 6600# AWD SUV) 
Originally Posted by MT POKT
Mustang vs D-jet
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right.
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right.
Originally Posted by SMOKINV8
Do you know of any shop in the nation that has one yet? I don't believe they have been released. One of the local dyno shops opted for a Dynojet along with the eddy current add on, but from what I gather the eddy current add on isn't being released yet.
Funny that you mention the SS at Vinci though, my car is pictured on his site (photo taken before it was mine).
One of the local dyno shops opted for a Dynojet along with the eddy current add on, but from what I gather the eddy current add on isn't being released yet.Funny that you mention the SS at Vinci though, my car is pictured on his site (photo taken before it was mine).
Originally Posted by MT POKT
Mustang vs D-jet
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right.
Impress people who don't know any better w/ a d-jet.
Tune "your" car on a Mustang, just make sure the weight and range is right.
It's not really the power. The drum on the dynojets weighs less than our cars. So when tuning the air-fuel ratio & timing, it doesn't properly load the car. Thus it doesn't give the most accurate results for the street. Cars tuned on the ragged edge will ping on the street. Also, once the drum on the dynojet starts rolling not as much power is needed to keep it going. Tune on an eddy dyno, and use a dynojet for bragging rights, imho.
I'd be interested to see that same graph, but only comparing the AFR's. What does Lugo charge for dyno/tuning time?
I'd be interested to see that same graph, but only comparing the AFR's. What does Lugo charge for dyno/tuning time?
Originally Posted by zamboxl
whats an eddy dyno????
I hope this helped.
I'm no professional... but I did stay at a Holiday Inn Express last night.
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Joined: Jan 2002
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From: Stuart Fl
For what its worth, one mag recently did a big write-up comparing Mustang to Dynojet with an LS1 for the test mule. They had people from the Dynojet co. and people from Mustang on hand. When all the dust settled they said the mustang dynoed 10% lower than the dynojet. Ive always said, go to enough dynos and youll get the #s you want!
Originally Posted by NastySSoo
For what its worth, one mag recently did a big write-up comparing Mustang to Dynojet with an LS1 for the test mule. They had people from the Dynojet co. and people from Mustang on hand. When all the dust settled they said the mustang dynoed 10% lower than the dynojet. Ive always said, go to enough dynos and youll get the #s you want!
holy day ins lol cool thanx for the info. Does anyone know where rhey have one of those in south florida???????
Originally Posted by MT POKT
It's a mechanical (for lack of a better term) brake that simulates the weight of a vehicle. It does this by applying resistance to the drum(s) that your car turns on the dyno. Because your car weighs 3600# there is more stress on your motor than if it were in a 3000# car. The good of this is that it will allow you to tune your engine to your car's set-up specifically. So with the Eddy system, your car should feel exactly the same as if it were being driven on the street. With the exception of suspension or anything that is affected when it is tied down. It's the best for tuning without a doubt. The numbers are obviously lower than a djet, but the djet isn't measuring your entire set-up. It is measure just the engine and drivetrain.
I hope this helped.
I'm no professional... but I did stay at a Holiday Inn Express last night.
I hope this helped.
I'm no professional... but I did stay at a Holiday Inn Express last night.
Here's a list of shops in Florida with Mustang Dynos, courtesy of the manufacturer:
http://www.mustangdyne.com/LocatorPages/DynLoc_FL.htm
http://www.mustangdyne.com/LocatorPages/DynLoc_FL.htm
