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04-02-2010, 04:55 AM | #1 |
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Before calling BS on dynos...
Over the last few weeks I've seen a number of posts expressing skepticism over various SC dynos. Two recent examples:
Person A dynos their stage 1 SC and makes 500rwhp Person B dynos their stage 2 SC and makes 520rwhp People claim person A's dynos must be wrong (too high) Person C dynos their stage 2 SC and makes 460rwhp Person D dynos their stage 2++ SC and makes 600rwhp People claim person D's dynos must be wrong (too high) At face value, those claims might seem reasonable (although one might ask why they don't suspect B & C of dynoing "too low"). But there is A LOT more variance in dynos than most people realize. PG was kind enough to open his dynodb to me and using only stock vehicles here's what I discovered: Stock dynos ranged from 303 to 363 rwhp. Those weren't just single outliers either: there were 3 over 360 and 2 under 305. Even just amongst the dynojet runs, results varied by over 40 horsepower. Stock! So arguing simply because a dyno is 20-40hp away from expected on a modded car is just silly (not saying you shouldn't question results, but chill with the accusations until proven). Other interesting tidbits: Average stock dyno: 334rwhp Broken down by: 6MT: 339rwhp (18% drivetrain loss) DCT: 326rwhp (21% drivetrain loss) E92: 338rwhp E90: 330rwhp 91oct: 331rwhp 93oct: 337rwhp |
04-02-2010, 08:18 AM | #2 |
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wow great information!
thanks a lot for taking the time to explain and figure this out for us.
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04-02-2010, 01:58 PM | #3 |
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Good post.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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04-02-2010, 08:23 PM | #4 | |
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Quote:
excellent post. |
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04-03-2010, 12:07 AM | #5 |
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So true!
Each car runs slightly different power as you state. Some cars are just stronger than others since all engine internals are build to be within a variance range, some being mire in sync than others as far as balance is concerned. The way you run the motor in should also make a difference. Will these variable, it is logical each factory motor will perform within a Hp range. |
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04-03-2010, 12:20 AM | #6 |
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I hope mine is among those over 360 rwhp hhaha.
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04-21-2010, 07:10 AM | #8 |
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Ok with all that being said, what's the best way to dyno a dct car? I 4got the exact process but I remember there was a way to trigger all the lights versus the car not letting u shift all the way to redline...
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05-18-2010, 01:02 PM | #9 | |
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NICE!!
Quote:
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Living the Dream Last edited by PencilGeek; 05-18-2010 at 01:24 PM.. Reason: Updated links to DynoDB. No longer pointing to beta version of DynoDB. |
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05-18-2010, 03:13 PM | #10 | |
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1. dyno operator error ? 2. factory engine variances ? 3. how the motor reacts to proper/improper initial break in ? 4. all of the above ? |
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05-18-2010, 04:51 PM | #11 |
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Number 1 mainly + fuel quality used.
The variances from engine to engine are extremely small. Will post up a few graphs of stock 6MT and DCT's using same fuel to show how consistent a dyno can actually read if used correctly. We will show our correction factors also. |
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04-02-2012, 06:57 PM | #12 |
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Nice Thread!
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04-02-2012, 07:17 PM | #13 |
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As I have posted on a previous thread:
The whole discussion on dynos also got me very interested. I am an aerospace engineer and have been working on aircraft engines for the past 18 years, mostly in the engine test department. So I am quite used to working around dynos (we also do turboprops and helicopter engines, in case some of you wonder how we would dyno a jet engine ). I have to agree with swamp on the dyno discusion. Inertia based dynos are not very accurate when producing absolute numbers. They essentially estimate the horsepower at the wheel by calculating the potential to accelerate a rotational mass. These dynos not only take into account drivetrain losses (real losses, which are mostly friction) but also take into account the intertia of the whole drivetrain (flywheel, gearbox, drive shafts, wheels and tires, etc...). For example, installing a lighter wheel-tire combo will yield better results for the same car on an inertia dyno, when in fact the engine power is un-altered. I quickly went through the www.rri.se site. Their test methodology and equipment (brake dynos) is much closer to what we use in the aerospace industry and what car manufacturers use to establish engine output. These methods, IMO, are much more accurate and repeatable than any inertia dyno. You can actually test the same engine on very different days and still get very repeatable corrected results (well within 1%). Steady state measurement on a brake dyno is the most accurate and repeatable way to measure engine output. However, intertia dynos do provide a good approximation of a cars ability to accelerate in the real world and are a good tool for tuners. My 2 cents... Last edited by CanAutM3; 04-02-2012 at 07:32 PM.. |
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04-02-2012, 07:45 PM | #14 |
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"... and then as far as I'm concerned, that will be the final nail in the coffin for this "DCT is weaker than 6MT" or "DCT has higher drivetrain losses than 6MT" myth"
Or that the DCTs make more power to account for the higher drivetrain losses?
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04-02-2012, 07:47 PM | #15 | |
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Plus heat issues down the line would be a concern. |
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04-02-2012, 07:51 PM | #16 | |
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DCT is heavier Not sure how pencil geek reached that it has lower power train losses And I've never heard of a 6mt overheating But in his statement he was overlooking an obvious conclusion
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04-02-2012, 07:53 PM | #17 |
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Honestly..this is a two year old thread so its quite possible some of these conclusions have been revisted and re-evaluated..
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04-02-2012, 08:18 PM | #18 |
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Good post.
LOL just saw its like a 2 year old thread haha
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04-02-2012, 08:29 PM | #19 |
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Just noticed this too . Helluva Last edited by CanAutM3; 04-02-2012 at 08:53 PM.. |
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04-02-2012, 08:47 PM | #20 | |
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and that's why I apprecitate/use Mustang Dynos. The ability to place load on the car imitates the actual road and also allows for a more accurate/reliable tune IMO as a Dynojet is not using the load. I don'y know about Dynapack though. But to the OP I find your statement on Mustang vs. Dynojet reading very close weird. I have never seen a mustang dyno that read w/in 10hp of a dynojet (same car). |
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04-02-2012, 09:35 PM | #21 | |
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My instincts tell me that DCT should have higher losses. First due to the pumping losses of the clutches spinning in oil rather than air. Second due the power required to run the oil pump for the actuators. Interesting how a big chunk of the thread was deleted... |
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04-02-2012, 09:41 PM | #22 |
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