The Dyno Tuner |
Low Roller Inertia - Accuracy and Sensitivity:
At Dyno-Comp, our dyno utilizes 8.5" double-rollers under each tire resulting in ultra-low inertia which is the key to maximum accuracy, and sensitivity. Our dyno detects the slightest change in power allowing us to fine-tune your machine to obtain the most reliable maximum engine horsepower!
A True "Tuning" Dyno
- Dial in ANY rate of acceleration
- Able to duplicate real road weight experienced by the engine during
normal driving conditions
Full Dynamometer Control - Measure HP:
Our dyno actually MEASURES horsepower and torque based on a load of 0 - 100%. Precise control with electromagnetic retarders enable Dyno-Comp to reproduce real driving conditions under any load, at any RPM or speed for extended runs while monitoring boost, Air/Fuel Ratio, Exhaust Gas Temperature, and Intercoolor Temperatures.
All - Wheel - Drive Dynamometer Control:
Power split between the front and rear wheels varies between car manufacturers. Our dyno incorporates a very sophisticated AWD control system. PRECISE control is maintained through monitoring and maintaining 50/50 load, or any desired load front to rear.
Drive system possibilities:
- Four wheel drive locked
- Four wheel drive viscous
- Four wheel drive diff between the diffs
- Intelligent European Transmission
Live - to - Screen Dyno Tuning:
Dyno graphs and diagnostic data are displayed live-to-screen. Horsepower, Torque, Tractive Effort, Boost, Air/Fuel, Exhaust Gas Temperature, etc. are all monitored REAL-TIME during each run.
Tractive Effort:
Our dyno measures TRACTIVE EFFORT in addition to horsepower and torque. Tractive Effort is the efficiency in which power is applied to the ground. For example, there are 2 identical cars with 500 HP. Suppose one car has 25" diameter tires, and the other car has 20" diameter tires. The car with the smaller diameter tires will have LESS "TRACTIVE EFFORT" resulting in quick 0-60 MPH times! Dyno-Comp can actually measure the effect of various tire and rim sizes, and under the same scenario, dial in optimum gear ratios!
Quick Set Up - Value for the Dollar:
Dyno-Comp customers get the best value because of fast set-up and more available tuning time. With double-rollers cradling each tire, strapping the car down is unnecessary unless over 300 HP to the wheels; then only one simple strap at the rear is needed. During "dyno-days," there is little or no wait between cars. With an equation like that it can only equal CUSTOMER SATISFACTION!
Safety and Tires:
Knurled rollers provide excellent traction keeping tire temperatures down and traction at a maximum!
Why Dynos at other Tuning Shops are Inferior....
- Massive rollers = poor sensitivity = lost information = hidden Problems
- Free Spinning and No Load Control = Guess and Check Tuning
- Variable speed front to rear = possible Transmission Damage
- No information on your car until the final graph
- No measureing of Tractive Effort = Inaccurate Power Readings
- Long periods of Set-up time = More Waiting
- Unsafe wheel spin = Huge Rollers and Unsafe Traction
Quick Reference guide for powertrain loss factor on our (Dyno Dynamics type dyno) at Dyno-Comp:
- 35% loss for (Manual Trans) AWD cars
- 39% loss for (Automatic Trans) AWD cars
- 25% loss for (Manual Trans) 2WD cars
- 27% loss for (Automatic Trans) 2WD cars
- 366 (Wheel HP) X 1.25 = 457.5 HP at the flywheel. This is about 6.5 HP more than stock.
- 350 (Wheel TQ) X 1.25 = 437.5 TQ at the flywheel. This is about -5.5 HP less than stock.
This particular C63 AMG was a bit on the strong side for HP but a bit less for TQ. At the end of the day, this is pretty close, 6 of 1, half dozen of another!
- HP is now at 450 (at the wheels), which equates to approximately 562 HP at the flywheel.
- TQ is now at 400 (at the wheels) which is approximately 500 TQ at the flywheel.
WHEN THE DUST SETTLES, what does this all mean?
- +105 HP increase at the flywheel
- +63 TQ increase at the flywheel
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 Click chart to enlarge | |
DYNO 101 - FLYWHEEL POWER |
We get many inquiries regarding the difference between factory rated power at the flywheel vs. the power a car puts down once it gets to the wheel. I think this would be an ideal time to explain, so let's jump into our flywheel lecture, using a bone-stock 2009 Mercedes C63 as our lecture.
Out of the box Mercedes rates this 6.3L normally aspirated 32 valve V8 at the engine/flywheel: 451 HP and 443 TQ
Since Mercedes rates power at the flywheel, and we measure power at the wheels, there is going to be a percentage of parasitic loss due to drivetrain friction from the flywheel all the way down to the wheels. Think about it, once the power is transferred from the engine's crank shaft, through the torque converter, through the transmission gears, through the drive shaft and U-Joints, through the rear differential, through the rear axles and CV joints, through the rotating mass of the wheels and brakes and finally, all the way down to the friction of the tires on the dyno rollers. Still with us? This is where our dyno FINALLY measures the power. And through all of this, we see an approximate powertrain loss of 25% loss.
NOTE: Every dyno measures horsepower differently when it comes down to different types and manufacturers of dynos. Our dyno uses a current based load- like a generator but in reverse. The harder a car pushes the power down to the dyno, the harder our dyno pushes back with more and more load in order to maintain a consistent load through the entire power band.
This creates a REAL WORLD load (as if you were driving on the street). For nearly a decade of dyno tuning experience, Dyno-Comp knows what our powertrain loss factor is on a 2WD A/T transmission car, and that is 25 to 27%. Let's use 25% so we are on the conservative side.
So, on a car that is rated at 450 HP at the flywheel, we SHOULD see approximately 360 HP at the wheels. Here's the math: 360 X 1.25 = 450 HP
So let's put this formula to the test.
BONE STOCK: 2009 C63 AMG
REAL WORLD this is what a 2009 C63 AMG put down on our dyno:
