Quote:
|
Originally Posted by harryrcb
Yea, you know it's funny how much difference there can be among all the different manufactorers of Dyno's. The first time I took mine to a tuner shop, before I made any changes, the guy came up with 253hp, I told him that's impossible cause the FWHP was 259, so he made some ajustment to the machine, made 2 more runs and came up with 237 and 241. Needless to say I did not go back to him. yes it sounds impressive and with my mods it would have made around 300 whp but who are we kidding? mainly ourselfs, that's why I went in search for a guy who was down to earth and his machined was not all hyped up.
|
The worst dynos are the units that are in "tuner" shops where people go there to see what peak numbers they make. I use all 3 of my engine and chassis dynos as tools, generally not caring anything about the peak numbers, but rather the efficiency, AFR, EGT and BSFC numbers that we see. The other thing I tune for is torque and a flat torque curve.
These things equate to a better performing engine all around- period. Engines that are tuned for "Horsepower" are virtually worthless below 5,252 RPM, run rough and are a ******************** to drive.
Dynos can be the best tool in the shop or the worst, its all according to the mindset of the shop, the operator and the application. Most of my engines generally leave here with LESS peak power than they made during the best dyno sessions. I sacrifice net peak power for a flatter and fatter torque curve and the car is ALWAYS faster and drives better.
"Tuners" may argue, but they generally would not know what the piston from a Boxster was if it fell from the sky and landed on the floor of their shop.
I chose a dynojet unit for my chassis dyno for many reasons, primarily for repeatability and because of the sampling method. Many cars I dyno here are repeatable within 1-2HP and torque on other dynojet units, even older or newer than mine. Other dynos are much different.