MY STOCK G35 DYNO
#32
02-14-2003, 02:50 PM
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Re: MY STOCK G35 DYNO
The spikes are shift points and do not count. You are going to see a surge in torque as the car shifts - these are not 'accurate' peak readings.
It is interesting to see the speculation get thrown about here about 'calibration' and 'dynojet' and so on. Not that a dyno cannot be calibrated a specific way, or that it cannot be 'out of calibration', but clearly, guys, what would make you think a measuring device is out of calibration if it read ~250 peak on one car and ~220 peak on an identical car? Especially when no one had seen charts yet? No one asked whether the numbers were corrected or uncorrected, or how the run was done (what gear, what rpm from or did they shift through the gears, resulting in peaks on the recorded run) before making these conclusions. The correction factor applied can make a huge difference. The way the run is done, in particular with an automatic car, makes a huge difference. It is hard to get a decent run out of many modern automatic cars these days. Between the car trying to downshift, the various traction control devices, and all sorts of electronics that could roll back timing and so on, new cars are hardly dyno-friendly. BTW - you would want to run a car in the gear that provides a 1:1 final drive ratio in order to minimize drivetrain losses. How would doing a run in 3rd gear, where drivetrain loss is higher, result in higher numbers? 3rd gear run numbers would be theoretically be lower.
Just my pocket change....
My sedan numbers?
206.x RWHP
221.x RWTQ
SAE, 4th gear run, from ~4500 rpm
Stock Sedan w/K&N panel filter, 8500 miles, 50 degrees, 99% humidity
1991 300ZXTT TD05s
2002 Q45
2003 G35
It is interesting to see the speculation get thrown about here about 'calibration' and 'dynojet' and so on. Not that a dyno cannot be calibrated a specific way, or that it cannot be 'out of calibration', but clearly, guys, what would make you think a measuring device is out of calibration if it read ~250 peak on one car and ~220 peak on an identical car? Especially when no one had seen charts yet? No one asked whether the numbers were corrected or uncorrected, or how the run was done (what gear, what rpm from or did they shift through the gears, resulting in peaks on the recorded run) before making these conclusions. The correction factor applied can make a huge difference. The way the run is done, in particular with an automatic car, makes a huge difference. It is hard to get a decent run out of many modern automatic cars these days. Between the car trying to downshift, the various traction control devices, and all sorts of electronics that could roll back timing and so on, new cars are hardly dyno-friendly. BTW - you would want to run a car in the gear that provides a 1:1 final drive ratio in order to minimize drivetrain losses. How would doing a run in 3rd gear, where drivetrain loss is higher, result in higher numbers? 3rd gear run numbers would be theoretically be lower.
Just my pocket change....
My sedan numbers?
206.x RWHP
221.x RWTQ
SAE, 4th gear run, from ~4500 rpm
Stock Sedan w/K&N panel filter, 8500 miles, 50 degrees, 99% humidity
1991 300ZXTT TD05s
2002 Q45
2003 G35
#33
02-14-2003, 09:51 PM
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pestilence
#34
02-14-2003, 11:10 PM
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Re: MY STOCK G35 DYNO
Hey Mike, where can I get my G dynoed in Austin? What did it cost? I would be interested to see how my car performs in the state it is in now, and then after I reset the learning algorythm. Where did you get yours done?
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#35
02-15-2003, 12:04 PM
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#36
02-15-2003, 07:33 PM
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#38
02-17-2003, 06:10 PM
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Re: MY STOCK G35 DYNO
I did mine at Colvin Automotive on Hancock. Our club does dyno days on a regular basis (Capital Z of Texas), and we get a bit of a discount then. Generally, when we do a dyno day, they charge $50 for the tie down and one run, and $15 for each subsequent run.
1991 300ZXTT TD05s
2002 Q45
2003 G35
1991 300ZXTT TD05s
2002 Q45
2003 G35
#39
02-18-2003, 01:14 PM
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