Dyno Vs Dyno
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Launching!
Joined: Apr 2008
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From: Connecticut
Dyno Vs Dyno I raced back in the 1960s - 1980s and we never had access to a Dyno machine. Today they are available just about everywhere. Why is there such a big difference in the HP and TQ numbers you get between a DYNO JET and a MUSTANG DYNO. From what I have seen on my car and others there is a average of aprox 30 RWHP higher reading when run on a DYNO JET. With a Cam & a few bolt ons my car showed 390 RWHP on a Dyno Jet and the same car with no alterations showed 360 RWHP on a Mustang. I am now at 400 RWHP & 435 RWTQ on a Mustang. my car is a A/4 05 GTO
There are 2 types of dyno's (well, maybe more, but lets just say 2)
The dynojet is very simple, it is a known rotational mass (in a unit called slugs) and the acceleration rate is used to determine horsepower. There are no user entered values that will alter power numbers, period. You will be very consistant from unit to unit, and numbers can be compared againste eachother with decent results. The base inertia only dyno's are relatively inexpensive, compared to a mustang dyno.
The mustang dyno, is a load based dyno, with an eddycurrent load cell, based on the values entered into the software, it can read high or low. Typically, if setup correct, (and not broken) they will read 10-15% lower than a dynojet. Since they can be altered, they are hard to compare from unit to unit. These dyno's are much more expensive.
Now dynojet, has a load control unit as well, but the user cannot alter values in the software to alter the power number. This adds significant cost to the unit price.
Ryan
The dynojet is very simple, it is a known rotational mass (in a unit called slugs) and the acceleration rate is used to determine horsepower. There are no user entered values that will alter power numbers, period. You will be very consistant from unit to unit, and numbers can be compared againste eachother with decent results. The base inertia only dyno's are relatively inexpensive, compared to a mustang dyno.
The mustang dyno, is a load based dyno, with an eddycurrent load cell, based on the values entered into the software, it can read high or low. Typically, if setup correct, (and not broken) they will read 10-15% lower than a dynojet. Since they can be altered, they are hard to compare from unit to unit. These dyno's are much more expensive.
Now dynojet, has a load control unit as well, but the user cannot alter values in the software to alter the power number. This adds significant cost to the unit price.
Ryan
Ryans answer is spot on.
Thing to remember is the only number that really counts is your trap speed at the track, everything else is just a number...
Use a dyno as a tool to see gains/losses in power output, and to see the shape of your power curves, but do not put too much stock in the actual 'numbers', as they dont really mean too much.
Thanks
Mike
Thing to remember is the only number that really counts is your trap speed at the track, everything else is just a number...
Use a dyno as a tool to see gains/losses in power output, and to see the shape of your power curves, but do not put too much stock in the actual 'numbers', as they dont really mean too much.
Thanks
Mike
Thread Starter
Launching!
Joined: Apr 2008
Posts: 225
Likes: 0
From: Connecticut
There are 2 types of dyno's (well, maybe more, but lets just say 2)
The dynojet is very simple, it is a known rotational mass (in a unit called slugs) and the acceleration rate is used to determine horsepower. There are no user entered values that will alter power numbers, period. You will be very consistant from unit to unit, and numbers can be compared againste eachother with decent results. The base inertia only dyno's are relatively inexpensive, compared to a mustang dyno.
The mustang dyno, is a load based dyno, with an eddycurrent load cell, based on the values entered into the software, it can read high or low. Typically, if setup correct, (and not broken) they will read 10-15% lower than a dynojet. Since they can be altered, they are hard to compare from unit to unit. These dyno's are much more expensive.
Now dynojet, has a load control unit as well, but the user cannot alter values in the software to alter the power number. This adds significant cost to the unit price.
Ryan
The dynojet is very simple, it is a known rotational mass (in a unit called slugs) and the acceleration rate is used to determine horsepower. There are no user entered values that will alter power numbers, period. You will be very consistant from unit to unit, and numbers can be compared againste eachother with decent results. The base inertia only dyno's are relatively inexpensive, compared to a mustang dyno.
The mustang dyno, is a load based dyno, with an eddycurrent load cell, based on the values entered into the software, it can read high or low. Typically, if setup correct, (and not broken) they will read 10-15% lower than a dynojet. Since they can be altered, they are hard to compare from unit to unit. These dyno's are much more expensive.
Now dynojet, has a load control unit as well, but the user cannot alter values in the software to alter the power number. This adds significant cost to the unit price.
Ryan
JOHN D
Thread Starter
Launching!
Joined: Apr 2008
Posts: 225
Likes: 0
From: Connecticut
Ryans answer is spot on.
Thing to remember is the only number that really counts is your trap speed at the track, everything else is just a number...
Use a dyno as a tool to see gains/losses in power output, and to see the shape of your power curves, but do not put too much stock in the actual 'numbers', as they dont really mean too much.
Thanks
Mike
Thing to remember is the only number that really counts is your trap speed at the track, everything else is just a number...
Use a dyno as a tool to see gains/losses in power output, and to see the shape of your power curves, but do not put too much stock in the actual 'numbers', as they dont really mean too much.
Thanks
Mike
Last edited by JJD49; Apr 11, 2008 at 09:27 AM.
It all depends on what your goals are for the dyno. I swear by dynojet, since when I do a calibration to go on a handheld tuner, and claim 15rwhp increase, I want all customers to see a similar gain, or total RWHP equilivent to mine. The dynojet is the industry standard when it comes to power numbers.
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
If you do a search here you will see this topic come up again and again. Dynos are like flow benches you will even see variation between like dynos. The only problem I see with chassis dynos is when they show unrealistically high drivetrain losses compared to the engine dyno. The Dyno I tune on shows what I would consider a reasonably loss, so I base my track performance estimates on that. Like said above, the track is end goal. Of course, the more power you can get out of any dyno the further ahead you will be when you get to the track.
Additionally, you can't get an accurate estimate of your track performance using your peak horsepower #, unless you are sitting at that peak hp all the way down the track.
Additionally, you can't get an accurate estimate of your track performance using your peak horsepower #, unless you are sitting at that peak hp all the way down the track.
Last edited by TT632; Apr 11, 2008 at 10:32 AM.
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Thread Starter
Launching!
Joined: Apr 2008
Posts: 225
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From: Connecticut
It all depends on what your goals are for the dyno. I swear by dynojet, since when I do a calibration to go on a handheld tuner, and claim 15rwhp increase, I want all customers to see a similar gain, or total RWHP equilivent to mine. The dynojet is the industry standard when it comes to power numbers.
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
Last edited by JJD49; Apr 15, 2008 at 08:12 AM.
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Launching!
Joined: Apr 2008
Posts: 225
Likes: 0
From: Connecticut
If you do a search here you will see this topic come up again and again. Dynos are like flow benches you will even see variation between like dynos. The only problem I see with chassis dynos is when they show unrealistically high drivetrain losses compared to the engine dyno. Like said above, the track is end goal, so that is all that really matters. Of course, the more power you can get out of it on the dyno the further ahead you will be when you get to the track.
Additionally, you can't get an accurate estimate of your track performance using your peak horsepower #, unless you are sitting at that peak hp all the way down the track.
Additionally, you can't get an accurate estimate of your track performance using your peak horsepower #, unless you are sitting at that peak hp all the way down the track.
Thread Starter
Launching!
Joined: Apr 2008
Posts: 225
Likes: 0
From: Connecticut
It all depends on what your goals are for the dyno. I swear by dynojet, since when I do a calibration to go on a handheld tuner, and claim 15rwhp increase, I want all customers to see a similar gain, or total RWHP equilivent to mine. The dynojet is the industry standard when it comes to power numbers.
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
The mustang dyno's have some great functions, and the way they simulate road load, and power absorption capacity (with dual eddy current units) is nicer than the dynojet with load control. For speed density tuning of high torque cars, this is a true benefit. They can also get RPM based on roll speed, a huge benefit for dynoing diesel trucks, and getting a torque number. (only if you can lock the torque converter, or a manual transmission)
Ryan
I would go off of your previous results with your Mustang vs Dynojet comparison. That was an 8.3% difference, which would put you at 433 RWHP on the DJ with your new combination.
Thread Starter
Launching!
Joined: Apr 2008
Posts: 225
Likes: 0
From: Connecticut
THANKS AGAIN, check out my car at my shops website in my signature. it is the 05 Yellow Jacket
JOHN D
