re-dyno'd my to4r today last time I got 368 rwhp & 270ftlbs torque
After a bit of tweaking I now have 424rwhp 323 ftlbs torque

 

how much boost?

 

can you give any specs on your setup? i'm have a chance to get a to4r..what are the specs on the turbo..and when does it really start to kick in boost wise?

 

16 psi

 

spec apexi gtr33 fuel pump, large street port engine, ported upper & lower intake manifold, two additional injectors and additional injector controller which is crap by the way, apexi ecu, hks boost controller custom made downpipe, midpipe & back box, customer intercooler with greddy core, b&m ignition amp upgraded ht leads, spark lugs are 11 all round, hks twin plate clutch that's slipping. hks to4r turbo kit with divided housing, hks racing external wastegate. airpump removed, emissions stuff removed.
It's a bit hard to tell in a sense when your on full boost everything happens so fast. I'm at full boost 16 psi at approx 3,500 rpm

 

looks much better than your previous run considering the boost was the same

Is there any way you could get on a Dynojet sometime? It is really hard to compare numbers from one dyno brand to another. Hehe, I don't know where I could put my car on a Dyno Dynamics... maybe you've got the same problem there looking for a Dynojet.

 

If it's a load-cell dyno like the Mustang, add %15 to equate it to a dynojet.

 

I read one post on a corvette forum where a guy dyno'ed his vette at about 400 on a dyno dynamics and then went to a dynojet and put down ~380... I've heard +10%, +15%, +7%, about even, and -5%... so what's right? It's hard to say.

 

The Guy who runs the rolling road says the dynor jets read 20% higher I have heard from other tuners in USA & Australia that it's around 10-15% higher.
I don't know of any dynojets in the UK. As far as I know dynojet is like a US standard so I think it's only used in the US maybe i'm wrong.


rgds

 

DynoJet is pretty much a US standard, but to be honest with you, I think it comes down to calibration. A dyno *should* measure accurate torque. If the dyno does not measure torque accurately it is out of calibration.

That said, different cars respond to load differently as well. A dyno which loads the car more (e.g. mustang dyno, from what I'm told) will cause the car to have a different power output than a dyno which does not (e.g. Dynojet, also from what I'm told). However, either of these should be reasonably close to each other, my guess would be within 5% or so. The rest of the power difference I suspect is calibration, not actual dynomometer differences.

Ask your dyno shop when they last calibrated their dyno and how much off it was then.

 

So 490-510 dynojet hp at 16 psi.

I'll put money its calibrated to read the same as a dynojet or better. Comparing dynos these days is impossible, and I've seen several load-cells making more than dynojets. In fact, in the recent SCC dyno article, I believe the Mustang dyno had the highest numbers...

Nice improvements nonetheless.

 

Hmm, why does the torque graph cross horsepower at such a high rpm? Isn't it supposed to be near 5250rpm? Is it something to do with how the dyno was setup?

 

Brian Could you add the neww syno to you dyno site please mate.

Cheers

 

Look at the scales on the left and right of the graph... you will see they are different. They do cross at the correct spot. Isn't it annoying when the scales are like that?

B

 

Added:

http://www.catenet.net/graph.php?car...1&SUBMIT=GRAPH