Had my car on the dyno this weekend....
01-06-02, 07:01 AM
#1
10.32 @ 133
Thread Starter
Join Date: Mar 2001
Location: Sydney, Australia
Posts: 1,362
Likes: 0
Received 0 Likes
on
0 Posts
Had my car on the dyno this weekend....
And here are the results....This dyno was located in Canberra, Australia for the Summernats car festival. Canberra is located 570 metres (1900 feet) above sea level.
*large pics - 200k+*
http://www.ajc13b.com/427.jpg
This 427rwhp result is equal to around 499rwhp on a US dynojet dyno. This run was made with 18psi and 98 octane pump fuel. Peak power was between 7200rpm and 7500rpm. This was my qualifying pass.
http://www.ajc13b.com/433.jpg
This is my finals result from the HP Heroes. I won the twin rotor turbo/supercharged class. This figure was made on 22psi and again bettween 7200rpm and 7500rpm. 433rwhp is equal to approx 506rwhp on a US dynojet dyno. The reason the gain from more boost is so low is when HITman tuned it, above 22psi he has retarded timing to almost TDC to try and safeguard against massive engine failure due to overboost. Another run on 23psi netted less HP.
HITman says that I could have got close to 450rwhp (525rwhp on dynojet) but this would have put the engine at risk, so we didn't do it! In the end the next closest competitor ran a 414rwhp (485rwhp US dynojet) on 20psi but it was nerve racking waiting for him to run!!
*large pics - 200k+*
http://www.ajc13b.com/427.jpg
This 427rwhp result is equal to around 499rwhp on a US dynojet dyno. This run was made with 18psi and 98 octane pump fuel. Peak power was between 7200rpm and 7500rpm. This was my qualifying pass.
http://www.ajc13b.com/433.jpg
This is my finals result from the HP Heroes. I won the twin rotor turbo/supercharged class. This figure was made on 22psi and again bettween 7200rpm and 7500rpm. 433rwhp is equal to approx 506rwhp on a US dynojet dyno. The reason the gain from more boost is so low is when HITman tuned it, above 22psi he has retarded timing to almost TDC to try and safeguard against massive engine failure due to overboost. Another run on 23psi netted less HP.
HITman says that I could have got close to 450rwhp (525rwhp on dynojet) but this would have put the engine at risk, so we didn't do it! In the end the next closest competitor ran a 414rwhp (485rwhp US dynojet) on 20psi but it was nerve racking waiting for him to run!!
01-06-02, 06:36 PM
#3
10.32 @ 133
Thread Starter
Join Date: Mar 2001
Location: Sydney, Australia
Posts: 1,362
Likes: 0
Received 0 Likes
on
0 Posts
It was part of Summernats which is a huge car show we have each year. There are something like 2000 cars entered and there is everything from custom rods to stereo crammed civics and everything in between! They also have burnout competitions, sound offs and a dyno comp. This year a twin turbo v8 pick up won outright with 1023rwhp (1196rwhp on US dynojet).
01-08-02, 07:54 PM
#5
Senior Member
Join Date: Jul 2001
Location: Columbus, Ohio
Posts: 585
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by Black680hp7
How exactly do you figure that the calculation for horsepower is different in Austrailia, then any other part of the world?
Jason.
How exactly do you figure that the calculation for horsepower is different in Austrailia, then any other part of the world?
Jason.
. But anyways, I know dynometer, mustang dyno, and dynojet in the U.S. all read differently, and tq is the only way to measure hp so.......
01-08-02, 08:40 PM
#6
10.32 @ 133
Thread Starter
Join Date: Mar 2001
Location: Sydney, Australia
Posts: 1,362
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by relvinnian
I'm just guessing (I honestly have no clue), but I would imagine it has to do with how a certain type of dyno reads torque, not the actual hp calculation. But anyways, I know dynometer, mustang dyno, and dynojet in the U.S. all read differently, and tq is the only way to measure hp so.......
I'm just guessing (I honestly have no clue), but I would imagine it has to do with how a certain type of dyno reads torque, not the actual hp calculation
. But anyways, I know dynometer, mustang dyno, and dynojet in the U.S. all read differently, and tq is the only way to measure hp so.......
Have a look here for some info: http://www.twinturbov8.com/dynostuff.htm
01-08-02, 08:52 PM
#7
Senior Member
Join Date: Jul 2001
Location: Columbus, Ohio
Posts: 585
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by AJC13B
From my understanding, Dyno Dynmaics dynos calculate more drive train loss than a US Dynojet.
Have a look here for some info: http://www.twinturbov8.com/dynostuff.htm
From my understanding, Dyno Dynmaics dynos calculate more drive train loss than a US Dynojet.
Have a look here for some info: http://www.twinturbov8.com/dynostuff.htm
P.S. - Impressive numbers either way
Trending Topics
01-09-02, 09:08 PM
#10
Banned. I got OWNED!!!
Originally posted by AJC13B
Well isn't HP calculated from the torque measured or something?? Ah fucked if I know...
Well isn't HP calculated from the torque measured or something?? Ah fucked if I know...
Next year if you are there, I promise I will more than double that figure or in the process blow up the car and set fire to the entire complex !
Nice work Steve.
01-09-02, 11:40 PM
#12
Full Member
Join Date: May 2001
Location: 4th Quadrant
Posts: 212
Likes: 0
Received 0 Likes
on
0 Posts
Re: Had my car on the dyno this weekend....
Originally posted by AJC13B
And here are the results....This dyno was located in Canberra, Australia for the Summernats car festival. Canberra is located 570 metres (1900 feet) above sea level.
*large pics - 200k+*
http://www.ajc13b.com/427.jpg
This 427rwhp result is equal to around 499rwhp on a US dynojet dyno. This run was made with 18psi and 98 octane pump fuel. Peak power was between 7200rpm and 7500rpm. This was my qualifying pass.
http://www.ajc13b.com/433.jpg
This is my finals result from the HP Heroes. I won the twin rotor turbo/supercharged class. This figure was made on 22psi and again bettween 7200rpm and 7500rpm. 433rwhp is equal to approx 506rwhp on a US dynojet dyno. The reason the gain from more boost is so low is when HITman tuned it, above 22psi he has retarded timing to almost TDC to try and safeguard against massive engine failure due to overboost. Another run on 23psi netted less HP.
HITman says that I could have got close to 450rwhp (525rwhp on dynojet) but this would have put the engine at risk, so we didn't do it! In the end the next closest competitor ran a 414rwhp (485rwhp US dynojet) on 20psi but it was nerve racking waiting for him to run!!
And here are the results....This dyno was located in Canberra, Australia for the Summernats car festival. Canberra is located 570 metres (1900 feet) above sea level.
*large pics - 200k+*
http://www.ajc13b.com/427.jpg
This 427rwhp result is equal to around 499rwhp on a US dynojet dyno. This run was made with 18psi and 98 octane pump fuel. Peak power was between 7200rpm and 7500rpm. This was my qualifying pass.
http://www.ajc13b.com/433.jpg
This is my finals result from the HP Heroes. I won the twin rotor turbo/supercharged class. This figure was made on 22psi and again bettween 7200rpm and 7500rpm. 433rwhp is equal to approx 506rwhp on a US dynojet dyno. The reason the gain from more boost is so low is when HITman tuned it, above 22psi he has retarded timing to almost TDC to try and safeguard against massive engine failure due to overboost. Another run on 23psi netted less HP.
HITman says that I could have got close to 450rwhp (525rwhp on dynojet) but this would have put the engine at risk, so we didn't do it! In the end the next closest competitor ran a 414rwhp (485rwhp US dynojet) on 20psi but it was nerve racking waiting for him to run!!
01-10-02, 02:13 AM
#13
10.32 @ 133
Thread Starter
Join Date: Mar 2001
Location: Sydney, Australia
Posts: 1,362
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by RICE RACING
Which ever way, it is very impressive and I am glad it went well for you
Next year if you are there, I promise I will more than double that figure or in the process blow up the car and set fire to the entire complex !
Nice work Steve.
Which ever way, it is very impressive and I am glad it went well for you
Next year if you are there, I promise I will more than double that figure or in the process blow up the car and set fire to the entire complex !
Nice work Steve.
Let me know how you get on!!
Nice ...
01-14-02, 08:48 AM
#16
Full Member
Join Date: Jul 2001
Location: Australia
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
Black680HP: How exactly do you figure that the calculation for horsepower is different in Australia, then any other part of the world?
The "Common" US dyno is a Dynojet, which is a purely inertia based dyno. They are like one big concrete roller. Basically HP is measured by doing a "run" and calculating how much effort is required to spin the roller.
Simple and crude.
The "Common" Aussie Dyno is a Dyno Dynamics dyno. This is a load-cell type dyno. One can vary the speed and load (and ramp rate) of the dyno. I'll elaborate a bit for you.
Dyno run on my car, hold at 4000rpm, map at vacuum, add load to dyno, map at 5psi and 4000rpm, add load to dyno, map at 10psi and 4000rpm, add load to dyno, map at 15psi and 4000rpm, add load to dyno, map at 20psi. You can do steady state tuning (unlike the old dynojet, where "run throughs" are required). The dyno also allows us to have a constant ramp rate so one can "slow down" the dyno run and get a better idea of accurate AFRs. As an example we did a dyno run on my car from 3000rpm to 7000rpm and it took ten seconds, and each increment in between is evenly spaced (ie 3000-5000 takes 5 seconds, 5000-7000 takes 5 seconds). Obviously even in 3rd gear my car does not take 10 seconds to go from 3000-7000rpm (I run 10 second Quarter miles)!!
This technique allows you to get a much more accurate reading at each rev range (in terms of power and especially AFR which has "lag") and this is especially useful for fine tuning. As an example you can hold the car at say 4000rpm and 10psi and adjust ignition. Listening carefully for detonation, but also watching the effect on torque and power at the same time.
This is just one of the many benefits of a "load-cell" type dyno.
The Dyno Dynamics dyno reads lower than a dynojet. It does not mean that there is more drivetrain loss, just the way it calcs the rear wheel figure is different to the dynojet. As an example it would be extremely rare to see a stock third gen make anything more than 160rwhp (dyno dynamics) however, 200-210rwhp (dynojet) seems the accepted stock figure in the US. Same applies to cars like the Honda S2000, etc.
Our "rule of thumb" which is kind of vague (as are dynos) is that a Dyno Dynamics dyno has 27% drivetrain losses for manual, 30% for auto. In the US you guys use figures more in the 10-15% region.
I am under the impression that there are some of the "load-cell" type of dynos available in the US (Mustang?) but I am not overly familiar with them.
Hope this helps
Last edited by a777; 01-14-02 at 08:51 AM.
01-14-02, 03:43 PM
#18
10.32 @ 133
Thread Starter
Join Date: Mar 2001
Location: Sydney, Australia
Posts: 1,362
Likes: 0
Received 0 Likes
on
0 Posts
Originally posted by a777
Because we don't use Dynojets!
The "Common" US dyno is a Dynojet, which is a purely inertia based dyno. They are like one big concrete roller. Basically HP is measured by doing a "run" and calculating how much effort is required to spin the roller.
Simple and crude.
The "Common" Aussie Dyno is a Dyno Dynamics dyno. This is a load-cell type dyno. One can vary the speed and load (and ramp rate) of the dyno. I'll elaborate a bit for you.
Dyno run on my car, hold at 4000rpm, map at vacuum, add load to dyno, map at 5psi and 4000rpm, add load to dyno, map at 10psi and 4000rpm, add load to dyno, map at 15psi and 4000rpm, add load to dyno, map at 20psi. You can do steady state tuning (unlike the old dynojet, where "run throughs" are required). The dyno also allows us to have a constant ramp rate so one can "slow down" the dyno run and get a better idea of accurate AFRs. As an example we did a dyno run on my car from 3000rpm to 7000rpm and it took ten seconds, and each increment in between is evenly spaced (ie 3000-5000 takes 5 seconds, 5000-7000 takes 5 seconds). Obviously even in 3rd gear my car does not take 10 seconds to go from 3000-7000rpm (I run 10 second Quarter miles)!!
This technique allows you to get a much more accurate reading at each rev range (in terms of power and especially AFR which has "lag") and this is especially useful for fine tuning. As an example you can hold the car at say 4000rpm and 10psi and adjust ignition. Listening carefully for detonation, but also watching the effect on torque and power at the same time.
This is just one of the many benefits of a "load-cell" type dyno.
The Dyno Dynamics dyno reads lower than a dynojet. It does not mean that there is more drivetrain loss, just the way it calcs the rear wheel figure is different to the dynojet. As an example it would be extremely rare to see a stock third gen make anything more than 160rwhp (dyno dynamics) however, 200-210rwhp (dynojet) seems the accepted stock figure in the US. Same applies to cars like the Honda S2000, etc.
Our "rule of thumb" which is kind of vague (as are dynos) is that a Dyno Dynamics dyno has 27% drivetrain losses for manual, 30% for auto. In the US you guys use figures more in the 10-15% region.
I am under the impression that there are some of the "load-cell" type of dynos available in the US (Mustang?) but I am not overly familiar with them.
Hope this helps
Because we don't use Dynojets!
The "Common" US dyno is a Dynojet, which is a purely inertia based dyno. They are like one big concrete roller. Basically HP is measured by doing a "run" and calculating how much effort is required to spin the roller.
Simple and crude.
The "Common" Aussie Dyno is a Dyno Dynamics dyno. This is a load-cell type dyno. One can vary the speed and load (and ramp rate) of the dyno. I'll elaborate a bit for you.
Dyno run on my car, hold at 4000rpm, map at vacuum, add load to dyno, map at 5psi and 4000rpm, add load to dyno, map at 10psi and 4000rpm, add load to dyno, map at 15psi and 4000rpm, add load to dyno, map at 20psi. You can do steady state tuning (unlike the old dynojet, where "run throughs" are required). The dyno also allows us to have a constant ramp rate so one can "slow down" the dyno run and get a better idea of accurate AFRs. As an example we did a dyno run on my car from 3000rpm to 7000rpm and it took ten seconds, and each increment in between is evenly spaced (ie 3000-5000 takes 5 seconds, 5000-7000 takes 5 seconds). Obviously even in 3rd gear my car does not take 10 seconds to go from 3000-7000rpm (I run 10 second Quarter miles)!!
This technique allows you to get a much more accurate reading at each rev range (in terms of power and especially AFR which has "lag") and this is especially useful for fine tuning. As an example you can hold the car at say 4000rpm and 10psi and adjust ignition. Listening carefully for detonation, but also watching the effect on torque and power at the same time.
This is just one of the many benefits of a "load-cell" type dyno.
The Dyno Dynamics dyno reads lower than a dynojet. It does not mean that there is more drivetrain loss, just the way it calcs the rear wheel figure is different to the dynojet. As an example it would be extremely rare to see a stock third gen make anything more than 160rwhp (dyno dynamics) however, 200-210rwhp (dynojet) seems the accepted stock figure in the US. Same applies to cars like the Honda S2000, etc.
Our "rule of thumb" which is kind of vague (as are dynos) is that a Dyno Dynamics dyno has 27% drivetrain losses for manual, 30% for auto. In the US you guys use figures more in the 10-15% region.
I am under the impression that there are some of the "load-cell" type of dynos available in the US (Mustang?) but I am not overly familiar with them.
Hope this helps
Thread
Thread Starter
Forum
Replies
Last Post
