sorry...I joined the party late...with both together (AWD and weather) it might reason why he had such low numbers as compared to before...

 

Gear does matter... it matters for trans type....
Yes Dyno's do have correction factors in them to help correct for sea leval(elavation), temp, humidity and other things..
The car DOES have to be 1:1. 3rd in most Auto's and 4th in most manuals.

Ive dynoed back to back the same day, 1 degree diff in temp on a Mustang dyno and Dynojet. It was about a 10% difference in power.

Im not getting into this pissing match on what a car should make and what cars did make on his dyno...... just stating what ive seen with my OWN car.

Kyle

 

thank you, somebody who at least has something relevant to say, i started this thread with the intent of just saying thank you and a place to have a general discussion, not a cock fight of who knows the least about automotive engineering and dynomometers.

Then again what the hell was i thinking, this is the best place to get thrashed for absolutely nothing. YEA FOR DRAG! (*gay man's lisp*)

-Blackevo110

 

I have to agree with ambient temps and proper airflow affecting hp, and even more so on turbo cars. I posted my intake air temp graph on here awhile back, which was taken on the dyno inc dyno. Intake air was up to 200 degF at redline. I usually see a max of 140-150 on the highway.

It would be tough to replicate the airflow you get to the intercoolers at 60-70mph highway speeds. Dyno inc has decent fans, but they would need to have much larger monsters to come anywhere close to highway airflow.

I can't speak for the rear drive mode, but I'm very happy with their awd dyno. I put my software in stock mode (simulates stock loading) for the third dyno pull and the results generally matched my stock rated hp. The only unknown is the drivetrain loss for my car needed to estimate crank hp, which is another never-ending debate.

I'm looking forward to visiting dyno inc again, after I check my cam gear timing. I replaced the timing belt without a cam bar tool so I wasn't able to verify the cam gear timing with the crank locking pin installed. That's what a dyno is for.. to compare new runs to old runs after changing something.

I hope the GTO can dyno somewhere else soon to see what's going on. Is it the 350hp or 400hp version? BTW, the rear drive cars drive forward into the dyno bay, right? With the car turned that way, isn't it tough to get fans positioned without something to set them on? Dave

 

No fans were used.. Either way you pulled the car in that night.. Also mine is the 400hp version..

Here are my new numbers..

Chart:


Discuss.....

 

well first off there is a 20* and 30% humidity difference....and the big difference being dynojet to mustang...

 

damn thats a hell of a day to dyno...good conditions.

 

Figured I'd jump in late on this discussion.. We are actually leaving tonight to go to Mustang Dyno's headquarters in Ohio to put their dyno to the test before we buy and I plan on bringing up this thread and the kind of numbers that people have been seeing.. According to Mustang, it is average for the mustang to be 10% lower than the dynojet.. The numbers I see in this thread don't support that at all. We're taking our drag monte carlo up there because we know what it does on a dynojet and we are also going to see how close their dyno comes in regards to the times you would put down on a track, etc.. (They showed us where their dyno has come within .1 of the actual ET a car had on the 1/4) Should be very interesting.. I'll post results on either Monday or Tuesday..

 

good luck, Its a good dyno.

 

Can't see it. What you make?

That's right where you should be. Once again I proved my point. That dyno when set on rwd is off.