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Yes, we've calibrated our dyno to the recommended specs from the manufacture. Obviously lower numbers aren't good for bragging rights, but we are using it as a tuning tool not just for numbers. A lot of companies modify there parameters to match dynojet #'s. The dynojet is a nice dyno for wide open throttle peak numbers, because they are inertia based water loaded dyno's. For tuning a car properly you need a steady state dyno like ours which can lock the rollers at any speed so you can tune all the load cells.
We've tested some cars back to back on our dyno versus the dynojet and the differences have been between 11% to 15%. 11% on lower hp cars making up to 300whp and 15% on cars making over 400whp.
So for the 63 AMG making 310rwhp, if you take into account that it has 17% drivetrain loss (estimated) and that our dyno reads 11% lower then actual whp, works out to around 431hp at the crank which is pretty close to factory rating.
Modern ecu timing/fuel maps are not very consistant. They are constantly adapting and adjusting for environmental factors and fuel octane levels. I have not doubt that after a couple runs in cooler temps the ecu would start to add some timing and it would make the 450hp at the crank.
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S14 240SX: 2JZ swap/w BorgWarner S366 Turbo/hks264's/Haltech E11 / 626rwhp and 523rwtq @24 psi
Shawn
Last edited by Muskys SS; 09-20-2009 at 07:40 PM.
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