Dyno Numbers

[Blighty]

Originally Posted by Jianlun

Screenshot from the recent HKS SpecL2 video.

Again a 1st peak at 3200 - 3300rpm (not 3700rpm in press materials) and a 2nd peak at 4600rpm. And max dip at 4300 - 4400rpm thereabouts.

Looks very similar to savage gees's numbers.

Stock looks like it gets about 156kw at the wheels, and 227nm of torque.

This would translate to 209hp and 167lb/ft =D

[nikitopo]

Result is 204PS which equals to 201hp. Pretty much close with what the official catalog power says in Japan (235PS / 232hp). With a correction parameter of 1.15 which is the common one for Dynapack it gives 204PS * 1.15 = 234.6PS (at the crank). After installing a full exhaust system (w/o cats) it went to 212PS or 209hp.

[Kona61]

Originally Posted by nikitopo

Result is 204PS which equals to 201hp. Pretty much close with what the official catalog power says in Japan (235PS / 232hp). With a correction parameter of 1.15 which is the common one for Dynapack it gives 204PS * 1.15 = 234.6PS (at the crank). After installing a full exhaust system (w/o cats) it went to 212PS or 209hp.

That’s not how you calculate crank hp from wheel. If you’re assuming 15% loss which is what it seems, you divide by 0.85 not multiply by 1.15. The answer is 240 hp and it hit 246 hp after the exhaust.

[nikitopo]

Here is the official Dynapack definition of the 1.15 parameter:

TC Factor - allows user to enter a driveline loss factor (Transmission Correction) to add a percentage of power to the flywheel power graphs. A factor of 1.0 adds no correction factor, a factor of 1.15 would add a 15% correction factor to the flywheel numbers. Axle (rear wheel) numbers are not effected by the TC Factor box.

Source: http://www.dynapackusa.com/vehicle.htm

[Yoshoobaroo]

Originally Posted by nikitopo

Here is the official Dynapack definition of the 1.15 parameter:

TC Factor - allows user to enter a driveline loss factor (Transmission Correction) to add a percentage of power to the flywheel power graphs. A factor of 1.0 adds no correction factor, a factor of 1.15 would add a 15% correction factor to the flywheel numbers. Axle (rear wheel) numbers are not effected by the TC Factor box.

Source: http://www.dynapackusa.com/vehicle.htm

So a 15% correction factor correlates to a ~13% drivetrain loss. Sounds reasonable. I’ve been hearing 15-20% is too conservative for 15 years, maybe 13% is closer to what modern transmissions achieve.

[OkieSnuffBox]

Originally Posted by Yoshoobaroo

So a 15% correction factor correlates to a ~13% drivetrain loss. Sounds reasonable. I’ve been hearing 15-20% is too conservative for 15 years, maybe 13% is closer to what modern transmissions achieve.

And it's not just transmissions, remember in a RWD car the differential also has to turn the power 90 degrees and more friction. Aside from all the rotating mass.

[Baldeagle]

Originally Posted by nikitopo

Result is 204PS which equals to 201hp. Pretty much close with what the official catalog power says in Japan (235PS / 232hp). With a correction parameter of 1.15 which is the common one for Dynapack it gives 204PS * 1.15 = 234.6PS (at the crank). After installing a full exhaust system (w/o cats) it went to 212PS or 209hp.

Why is this graph is labelled “FlyWheel Power Graph.” Flywheel and Crank are the same thing. Dynos obviously measure wheel torque. Regardless of the label and actual output, the headers added some power but the torque dip still remains. While adding a few HP is always nice, my goal for a header on a Twin is not to add power but to smooth out the power curve. For me, this header did not improve the personality of the engine.

[nikitopo]

Originally Posted by Baldeagle

While adding a few HP is always nice, my goal for a header on a Twin is not to add power but to smooth out the power curve. For me, this header did not improve the personality of the engine.

I believe it is without a tune.

[Pete]

Originally Posted by Baldeagle

the headers added some power but the torque dip still remains. While adding a few HP is always nice, my goal for a header on a Twin is not to add power but to smooth out the power curve. For me, this header did not improve the personality of the engine.

I thought the same thing when I saw it, but I did notice that the dip is noticeably smaller after the headers. On the first gen cars the after market headers would only do so much without a tune to take advantage of the improved flow, I wonder if the same thing is happening here. Did they mention a tune before this dyno or is that just the result of the new hardware with stock tune?

EDIT: hey I just noticed that this is the first dyno that actually shows peak torque at 3700 RPM

[DocWalt]

Originally Posted by nikitopo

I believe it is without a tune.

Correct.

Seems to gain about the same power as a first gen twin from similar mods and no tune.

[Jianlun]

From the newly updated Japan GR site. https://toyotagazooracing.com/jp/gr/...eartbeat_fast/


Anyone knows what's the SAE procedure for getting "certified" dyno numbers? Like ramp rate etc. And how that's different to the dyno runs we are familiar with. Maybe thats why the rpm peaks are all delayed by 200 to 400rpm for the peaks (3200 and 4600 for the aftmkt dynos we see vs 3700 and 5000 in the official numbers). Interesting the max dip in the official dyno is 4400rpm, almost identical to the dip for most aftmkt dynos we see.

[Tracer29]

I got a question about dyno numbers. Is that wheel torque or crank torque being measure?

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[Westen86]

WHP is Wheel Horse Power. That is a rolling dyno for wheel hp numbers. ^^^

[Tracer29]

I get the whp but is the torque also to the wheel?

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