Re: Top 10 Dsm Dyno Numbers
 

Damn i thought WHP on my 14b was cool. Icouldnt imagine 500+. LOL sounds like fun though might have to give it a shot.

Re: Top 10 Dsm Dyno Numbers
 

Actually, I think we need to update that list.

Re: Top 10 Dsm Dyno Numbers
 

Yes you do, ahhh Steve Hill got knocked off the list by JET. Steve you have to dyno again and knock Barton off of there.

Re: Top 10 Dsm Dyno Numbers
 

Nah, I'm more interested in a good timeslip.

Re: Top 10 Dsm Dyno Numbers
 

Updated 9/19/2005 to the best of knowledge.

Re: Top 10 Dsm Dyno Numbers
 

Hmmm... only 35 hp from 5th place!

Re: Top 10 Dsm Dyno Numbers
 

Should there be a timeframe on those? Brent's number was many moons ago and he doesn't even live around here anymore. Isaac hasn't been around for years either. Besides, I don't like being bumped for less than 3 whp. ;)

Re: Top 10 Dsm Dyno Numbers
 

Brent dynoed his RWD here also, but it didn't beat his old AWD 744whp number at that time. His 744whp should go down soon and without a 150 shot of nitrous like he was running.

If you want to be back on the list, fix your fuel system and dyno again. Every decent HP DSM that I have dynoed recently has run out of fuel. Mo, JET, Jim, and Steve have all been held back by fuel problems.

Re: Top 10 Dsm Dyno Numbers
 

I noticed that my injector duty cycle is up to 90%@23psi and 92 oct. (but seeing 56.6lbs/min)

Since I got knocked off the list do I have to drive back up there and dyno to get back on it? or can I submit something from down here? Considering more then likely with in the next couple years we'll be moving back up there.

Re: Top 10 Dsm Dyno Numbers
 

not all dyno's read the same. i say if it ain't on elites dynojet then its not kosher!

have fun making the drive, haww haww.

Re: Top 10 Dsm Dyno Numbers
 

haha I was afraid of that. OH well just gives me an excuse to come visit.

Re: Top 10 Dsm Dyno Numbers
 

brian..you gotta dyno at ELITE to get on the ELITE board..no one there gives a frick about some other measly shop's dyno, that reads all falsly..lol j/k. Get up here man..I never did see your car in person..I just remember pics from xrated, if the yellow interior, and the kit..notably the front bumper? lol

-A. Swift

Re: Top 10 Dsm Dyno Numbers
 

whats the list lookin like nowadays?

Re: Top 10 Dsm Dyno Numbers
 

Pretty close to the same I'm sure. There are a couple of DSM's that would probably knock everyone but shane off the board, but they all dyno'ed at different places than elite.

Re: Top 10 Dsm Dyno Numbers
 

what kinda dyno does elite have?

Re: Top 10 Dsm Dyno Numbers
 

2wd dynojet

Re: Top 10 Dsm Dyno Numbers
 

We need to get a close conversion equation for comparing Dynojets to the new AWD dynos. Shane gave me my number converted to dynojet whp, but I don't remember what it was. I think I finally made it over 500 whp, at 21 psi on Steve pump. Another 14 psi now that I got my fuel problems fixed should make a big difference.

Re: Top 10 Dsm Dyno Numbers
 

I was told it was 11.5% to AWD dynojet numbers. They used a 2wd NA car and ran it on both dyno's the same day.

Re: Top 10 Dsm Dyno Numbers
 

It's around 11-12% to convert 2WD Dyno Dyanmics to 2WD Dynojet. It seems to be around 18% to convert AWD Dyno Dynamics to AWD Dynojet.

Re: Top 10 Dsm Dyno Numbers
 

What's the SAE approach for dynamometer conversions?

Re: Top 10 Dsm Dyno Numbers
 

Are you talking SAE atmospheric correction or an SAE standard on one dyno brand to another? The numbers I was giving are SAE corrected vs SAE corrected from DD to Dynojet.

Even the most basic SAE atmospheric correction has problems on boosted cars.

Re: Top 10 Dsm Dyno Numbers
 

Either. I have zero knowledge of correction methods.

Re: Top 10 Dsm Dyno Numbers
 

Correction factors are used to try to correct to a common weather condition. When it works correctly then you can go an compare your HP number from one day to the next without there being huge differences and it can help you compare to cars in other parts of the country.

SAE correction works off of an environmental condition of 77 degrees F, 29.235" Hg barometric pressure, 0% relative humidty and 0 feet above sea level

SAE corrects the run to the following atmospheric conditions: 29.235" Hg, 77 deg F, 0 % relative humidity, 0 altitude. So when it is hot out, the dyno adds in a calculated perfect more power/torque to similate what it would make in a perfect SAE environment. On normal nice cool fall days here in MN, we might see 0 - 3% of additional correction, in the summer when it's hot and humid it will be more like 5 - 7+%. If you are dynoing when it's cold enough out to drop the dyno room temp down then your numbers will actually get corrected downward, since the car should be making more power with the cold temps.

There are other correction types(STD, DIN, EEC, ???). The most common non-SAE settings you see are uncorrected and STD. A lot of times people confuse STD with true uncorrected numbers. STD works like SAE, but it is an older formula and it has a tendancy to inflate the HP number more than SAE, so you will often see dyno charts still posted with STD correction, since people want to see higher numbers.

Normally SAE correction works very very well, but it is designed around naturally aspirated cars. At lower altitude, this isn't a problem at all, but at high elevation, like Denver, Salt Lake City, Albuquerque, etc you can end up with very inflated HP readings on forced induction cars. At higher elevation, you still have the same ~21% oxygen in the air as at sea level, but you are starting from a lower barometric pressure. So a naturally aspirated car will never even get close to 0psi at Denver altitude. SAE correction then does it's job by factoring in the lower barometric pressure and giving a HP number close to what it would make at sea level. The problem is when you add nitrous or boost, you no longer in the saem playing field. Spraying a 50 shot of nitrous at 5000ft gives exactly the same amount of power as doing it at sea level, so the ~25% correction that SAE normally gives at Denver altitude overcompensates too much. The same problem happens on boosted cars. If, on your pressure sensor in your AEM EMS or whatever, you have 30psi of boost in your intake manifold, then it's just like having 30psi of boost at sea level. You have the same 21% oxygen content air at the same pressure. But the dyno just treats it as a pressure challenged all motor car and way over corrects. So, usually using totally uncorrected numbers at high altitude on boosted cars is much more accurate than SAE or STD in those places. You have more lag at high altitude because you are starting from a lower pressure environment to begin with.

Re: Top 10 Dsm Dyno Numbers
 

There isn't any standard that I know of for chassis dyno calibration. So every dyno manufacturer has a bit different numbers that come out of their dynos. And some dynos can be calibrated differently too.

You will see general conversion numbers online from one dyno company to another, but from personally experience with Dynojet, Dyno Dynamics and Mustang Dyno, the usual quoted numbers are a bit off.

Uncorrected from highest reading to lowest dynos:

Dynapack
Dynojet
Superflow
Mustang
Dyno Dynamics

The Mustang dynos are hard to compare though. They can and often are calibrated differently from one to another. The one at Sound Performance in Chicago is calibrated to read like a Dynojet, while the one at RS Motors seems to read a little lower than most Mustang dynos I see online.

I don't know if any of the dyno numbers are the "real" numbers. Buschur had posted a short article on why the Dynojet numbers were higher. It had to do with how after careful calculations and building thier first dyno, the HP numbers seemed too low compared to the factory HP rating at the engine, so they ending up adding in a fudge factor to make the numbers seem more reasonable.