

 
 


NAVIGATE 

YOU ARE AT: Home » The Tech » Education » Dyno Tech Guide Part One: Choosing the Right Dyno

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 EDUCATION

Dyno Tech Guide Part One: Choosing the Right Dyno

DSPORT ISSUE# 135  4 COMMENTS

Nearly 20 years ago, I was fresh out of college and working for Turbo & High-Tech Performance magazine. Back then, so little was known about
import performance. There was no information and no resources to turn to as no one had pushed import performance as we would. The racers,
enthusiasts and manufacturers that pioneered import performance would have never made such progress had it not been for the chassis dyno.

In 1996, Dynojet paid a visit to our magazine headquarters for a demo. After a couple pulls with a project car on a portable two-wheel-drive Dynojet 248, we were
instantly hooked. We believed this was something that every manufacturer and tuning shop needed to have. The old “248” set a new standard for repeatable results
which was critical to product development and testing. The dyno was priced right and quickly became the industry standard for product testing. While workhorse

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 rst- generation dynos (like the 248) can still be found in the eld, it’s the current-generation of dynos that are truly impressive. Multiple loading modes, improved
data acquisition and AWD compatibility are just a few of the technologies that allow tuners the opportunity to extract more power and reliability. Today’s chassis
dynos are easier on engines, deliver more consistent results and capture more data than ever before.

To celebrate what the chassis dyno has done for our industry, DSPORT has decided to honor the chassis dyno with a Dyno Tuning Guide. Our rst DTG covers the
basics of the technologies behind the dynos. From there, we explore the belief that dyno results across di erent dynos can be normalized. By focusing on the
percentage gain, rather than the actual numbers, many believe you can compare the results from one dyno to another. Is that true? You are about to nd out.

Photos and Text by DSPORT Sta

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
  

Choosing the Right Dyno

Ever try sharing your vehicle’s dyno numbers or graphs with friends, another tuner or on a forum? Be prepared to hear, “those numbers don’t mean anything
because the dyno you used sucks” or “400 horsepower on that dyno is like 700 horsepower on a Dynojet.” The fact is that di erent dynos give di erent results. It’s
really as simple as that. So are there good dynos and bad dynos? Of course, but it all depends on what makes a particular dyno good or bad to you. As a vehicle
owner, repeatability, safe loading of the engine and data acquisition would likely be top priorities in choosing a dyno. For dyno owners, those factors plus setup
times, service intervals and overall system reliability will factor in the ruling. Our aim is to shed some light on the aspects that need to be considered in choosing the
right dyno. While sharing our knowledge, we also look to test a generally accepted notion. The notion suggests, “regardless of which dyno is used, a percent gain is a
percent gain.” We’ll run two di erent test vehicles at two di erent boost pressures on ve di erent dynos to test the theory.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Chasing Accuracy, Accepting Repeatability

Accuracy doesn’t matter. Well that is an overstatement, but the reality is that repeatability is many times more important than accuracy in determining the value of a
particular chassis dyno. It’s not what the dyno says, it’s that it says the same thing all the time. Let’s say that there is a vehicle that makes 400 horsepower to the
wheels. If no changes are made to a vehicle, a dyno that says 300 horsepower at the wheels run after run is extremely valuable (even if the car is actually making 400
horsepower to the wheels). On the contrary, a dyno that reads 400 on one pull and then 380 on the next and 417 on the third run when no changes are made is
pretty worthless. While the second dyno predicts a gure that is closer to the actual on average, it’s all over the map in delivering a repeatable result. Hence, a
change that actually makes power or loses actual power may not show up on a dyno that doesn’t deliver repeatable result. Repeatability is King. Accuracy is always
open for debate.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 AWD dynos can also test FWD and RWD vehicles. The Dynojet AWD dyno requires the removal of a single shaft to switch into 2WD mode.

Two or Four, Linked or Not?

One obvious way to narrow down the eld of dyno choices is to simply determine if an all-wheel-drive or two-wheel drive dyno will get the job done. While some
AWD vehicles can be put into 2WD modes, it’s always best to simply use an AWD dyno for an AWD vehicle. AWD dynos can always accommodate 2WD vehicles too.
However, the cost for AWD dynos is generally twice the cost of a 2WD unit. In selecting an AWD dyno, it’s important to note if the rollers or hubs are linked to ensure
that the front and rear wheels spin at the same speed. Linked dynos avoid issues that will arise on certain models of vehicles that will burn up center di erentials on
unlinked rollers.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Some dynos vary the air ow from the fans as vehicle speed increases. Others run at xed speeds.

Roller versus Hub

To measure the horsepower that would be delivered to the wheel, three types of interfaces can be used: single rollers, multi-rollers or hubs. Single or multiple
rollers interface with the tire in a very similar fashion to the tire and the road. The contact patch of the tire makes contact with one or more rollers and delivers
power to the roller through this contact point. Rollers have a few advantages over hub systems. Roller dynos feature faster setup and also account for the e ects of
the particular wheel and tire combination in use. However, roller systems do have a disadvantage. Roller systems can experience a loss of traction in high- power
vehicles. With a hub system, the measurement error that arises from a loss of traction is eliminated. However, setup time is double or sometimes triple that of a
roller system. But, hub systems are often portable and the only solution for tuning shops with limited space.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Hub dynos require additional setup time to remove wheels and attach the hub adapter to hook up the vehicle.

More to Rollers

With roller-based dynos, there are also other considerations that must be addressed. Whether a dyno is mounted above ground or in ground will have a direct
e ect on required shop space, setup time and the likelihood of wheelspin on the rollers. Above ground dynos often employ a ramp system that requires additional
oor space. To avoid this, some above-ground dynos rely upon a lift system that adds to the overall cost. While these challenges are negated with an in-ground
dyno, there are some advantages to above ground dynos. In addition to a much lower installation cost (no concrete pit needs to be constructed), above-ground
dynos also o er superior strapping angles to put additional downward force on to the rollers. The additional downward strapping force can help delay the onset of
wheel slippage to higher power levels.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Inertia or Loading?

While the original Dynojet 248 was an exceptional performer in terms of repeatability and power handling, there were many critics of the dyno’s inertia-based
loading. Unlike loading dynos that deliver a variable load to keep the engine or wheel speed constant (or at a set acceleration rate), an inertia dyno exerts a constant
load as the engine accelerates. This dynamic loading is very similar to the loading that an engine sees on the road (absent of the additional loading from wind
resistance as speeds increase). Inertia dynos have the advantage of delivering a more consistent load to the engine and performing a measurement quicker than
most loading dynos. This cuts down on the engine coolant temperature and air temperature increases that can in uence repeatability. However, inertia type dynos
that do not have supplemental load cells cannot perform steady-state measurements. On loading dynos, the operator can set the dyno up to vary the load to keep
engine speed constant. In doing so, mapping of the engine management system can be done much quicker and more thoroughly than on dynos that only o er

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 inertial loading. Of course, the best of both worlds is delivered by inertia-based dynos with supplemental load cells. Load-cell dynos with well-designed inertia
simulation loading modes can also deliver impressive results.

The Mustang dyno had a unique ve-roller design. Three rollers in the front and two rollers in the rear are linked to a single load cell. No
adjustments need to be made for longer or shorter wheelbase vehicles.

Corrected SAE or Uncorrected?

The majority of modern chassis dynos have built-in weather stations that record the ambient air temperature, barometric pressure and relative humidity during the
test runs. Other dynos require that the operator manually take measurements and enter the results. In either case, these variables are needed to correct the results
for the atmospheric conditions. The SAE (Society of Automotive Engineers) correction establishes the amount of power the engine should make at 29.23 inHg

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 (barometric pressure), 77 degrees Fahrenheit and dry air. By using the SAE corrected results, a dyno session performed on a hot and dry day will be more in line
with dyno results from a wet and cold day.

Calibration

Di erent dynos require di erent calibration schedules. Some inertia dynos may never require a calibration while some loading dynos might require frequent
calibration for repeatable results. When a dyno’s software package allows for operators to change parameters, it’s possible for a dyno to be manipulated into
delivering readings with poor accuracy. Sometimes those “dream killer” or “dream maker” dynos that have a reputation for reading real low or real high are simply
the victims of someone molesting the calibration.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 The Bottom Line

A SNAP-ON tool set in the hands of an incompetent mechanic may be of less value than a master mechanic armed with only a set of Harbor Freight specials. Finding
the right dyno is important, but nding the right dyno operator and tuner is a must. There’s been great tuning performed on mediocre dynos and sub-par tuning

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 performed on great dynos. At the end of the day, the right dyno lets the right tuner perform miracles.

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Dyno Tech Guide Part One: Choosing the Right Dyno

Dyno Tech Guide Part Two: The Test Cars

-1997 Toyota Supra

-2006 Mitsubishi EVO IX

Dyno Tech Guide Part Three: The Verdict + Dyno Showcase

-The Verdict

The Dyno Showcase

-Dynojet 424xLC2
-Dynapack DP6000
-Mustang MD-AWD-500
-Rototest HUBDYNO® 1005
-Super ow AutoDynTM 30 AWD

101 Dyno

SHARE.       

 PREVIOUS ARTICLE NEXT ARTICLE 

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 Dyno Tech Guide Part Two: The Test Cars Net ix to Stream New Top Gear Series

RELATED POSTS

JULY 1, 2016 1 JUNE 22, 2016 4 JUNE 10, 2016 0

Weld Tech 101 | Learn the Basics to Start Three Ways to Fix a Damaged Thread | Insert Alignment Tech | Optimize Your Handling
Welding Tech 101 Performance

ALSO ON DSPORT

King Racing’s Simple D’GARAGE Project Kia Part 1: Intake, Exhaust, Savanna Little’s 500
413 WHP Mazda RX-7 Solution to Save … Forte GT Presented … Reflash and … WHP LS3 Powered …

2 years ago • 1 comment 3 years ago • 1 comment 7 months ago • 1 comment a year ago • 1 comment 3 years ago • 1 comment

Andy bought his first RX-7 in While the quality of Subaru’s The 2020 Forte GT brings a Our curiosity pushed us to Savanna researched car
2002, but after a series of production line machine new 1.6-liter turbocharged explore the aftermarket on the market and narrow
issues and four and a … work may be adequate … engine to the party. The … potential of the Type R, … it down to the Nissan …

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 3 Comments DSPORT 🔒 Disqus' Privacy Policy 
1 Login

 Recommend t Tweet f Share Sort by Best

Join the discussion…

LOG IN WITH
OR SIGN UP WITH DISQUS ?

Name

Adam Navrotny • 3 years ago

Sorry, but if you compare all that with Vtech Dyno from Europe (vtechtuning.eu), all looks like tools for children. Europe makes dynos, not
"rolling-roads" with results depending on tires, pressure, slips etc. EU knows the rules. They make BMW, Porsche etc
△ ▽ • Reply • Share ›

Michael Ferrara > Adam Navrotny • 3 years ago

No need to apologize. So how long have you worked for Vtech Dyno? But seriously, a number of European companies struggle to
market and distribute properly outside of Europe. We tried to help a few, but the European mindset for business is not successful in
the US for most companies. As for the V-tech dyno itself, we have not had the opportunity to test it as there may not even be one in
the States. The V-tech brand name should probably be changed if entry into the States is a goal as the brand name is synonymous
with a cheap Chinese/Hong King brand of substandard preschool toys (Vtech). So I had to laugh when you said that it makes the
other dynos look like they are made for children. That's so ironic.

From the information that is available on the website, the V-tech dyno's "unique" feature of an "embossed" roller seems to have merit
but there isn't anything in the information provided online that outlines any other potential advantages. For the bulk of our testing and
tuning for the magazine, we use a linked AWD DynoJet dyno with twin load cells. That DynoJet setup would appear to let us do
everything claimed by the V-tech dyno. The major difference being the Dynojet uses a single roller while the V-tech uses a double
roller. Each type of roller has its advantage.

Thank you very much for your input.

△ ▽ • Reply • Share ›
Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 ep y S ae

Brent Huckaby • 4 years ago

Thanks Dsport magazine for bringing this awesome tech article back from the paperback version. So much good info on here. I love Dsports
angle and format to put empirical data backing all their articles. Not just another magazine that put pictures of over done cars and sexy girls
with limiting information on the builds. Keep up the good work guys!
△ ▽ • Reply • Share ›

✉ Subscribe d Add Disqus to your site ⚠ Do Not Sell My Data

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
 ADVERTISE | CAREERS | CONTACT | PRIVACY | TERMS OF USE

Hard Media, Inc. / DSPORT Magazine

   

Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD
Create PDF in your applications with the Pdfcrowd HTML to PDF API PDFCROWD