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2006 BMW M5 | 2007 Cadillac Escalade ESV
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Discussion Starter #1
Today was an all V Dyno Day at 21st Century Muscle Cars. A stock 2009 CTS-V was present and made three runs on the Dyno. The first was 493 rwhp, the secoond was 506 rwhp and they noticed that the engine was losing intake pressure on the top end. They removed the top of the airbox and setup the fan directly in front of the left side of the bumper.

The third run pulled 520 rwhp from a stock V. This was on a dynojet and all other Vs that ran were in line with expectations for mods, etc...

The highlight of the day for sure....520....come on...

 

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2013 6MT V wagon, OBM, 2009 silver V sedan (traded)
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4,537 Posts
Oh, a factory freak? Lucky owner.
 

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2006 BMW M5 | 2007 Cadillac Escalade ESV
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315 Posts
Discussion Starter #5
6 spd manual
 

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Sounds like a very happy dyno...if ya know what I mean.

I am gonna dyno mine before doing any mods so I know the baseline and I am gonna dyno it on a local independent Dynojet as Dynojet numbers seem to be the industry standard.

SG
 

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2012 CTS-V Sedan, 2011 CTS Coupe, 2010 Ford Raptor
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With every pull the 09 V pulled more and more. They messed with the air box a bit to get the higher numbers. Would have liked to had a few other 09 Vs there to verify the numbers. The dyno was pulling very reasonable numbers all the way across. 12 Vs got their turn and all were right around where they should have been.
 

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2009 CTS-V , 2010 SRX 2.8T
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^ how many of those were manual. I think the manual will dyno significantly more than the 6spd auto. Its just logical
 

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2009 CTS-V , 2010 SRX 2.8T
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another benefit is that i'm sure the auto has alot more "nannying" by the ecu just to keep longetivity.
 

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The Northstar Tuner
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Oh, a factory freak? Lucky owner.
No it was on a DynoJet :histeric:
seems high for stock but whatever... I'll always like to hear good news. :thumbsup:
Yes it looks off :hmm:

Sounds like a very happy dyno...if ya know what I mean.

I am gonna dyno mine before doing any mods so I know the baseline and I am gonna dyno it on a local independent Dynojet as Dynojet numbers seem to be the industry standard.

SG
DynoJets are known to throw out the highest and most incorrect numbers. :duck:

I know one guy that will only go to a dynojet after a low number was put down on a dynodynamic's dyno. The dyno operator said it would be about 17% lower than a dynojet, but he said his numbers were correct and not blown up to make the customer happy.
What is more important? happy customers or reality
 

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2009 CTS-V , 2010 SRX 2.8T
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best bet is just to dyno stock and than with mods on the same dyno. its the switching of dyno's thatll fubar your numbers
 

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Sounds like a very happy dyno...if ya know what I mean.

I am gonna dyno mine before doing any mods so I know the baseline and I am gonna dyno it on a local independent Dynojet as Dynojet numbers seem to be the industry standard.

SG
I thought the same thing!
 

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2005 Stealth Gray CTS-V, 2009 Black CTS-V
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I don't understand how dynos can read numbers all over the place (save for dynos that are measuring different things, like one dyno reading the tires, while another is reading the axle, etc.).

All it is is a measurement of foot-pounds of torque at the wheels, nothing more. How can that be off (unless the dyno is "broken" and isn't really measuring foot pounds of torque)??? :confused::confused::confused:

"Well, with our dyno, your car is really pulling 90% of a foot pound of torque (per unit). It reads a little differently" :confused:

How does that make any sense??

Don't misinterpret--I easily understand how conditions, say, like weather, can influence what's actually being generated by the car at that moment in time, that's fine and dandy. What's confusing to me is how the dyno can read anything other than foot pounds of torque. In other words, assuming all other things equal (like weather conditions and such), how can different dynos read/generate different foot pounds of torque?
 

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'06 Z06, '05 CTS-V 453rwhp/434rwtq (sold)
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6.47% drivetrain loss, not bad!

:histeric:
 

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NADA - BMW 335I (with a little extra boost)
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I don't understand how dynos can read numbers all over the place (save for dynos that are measuring different things, like one dyno reading the tires, while another is reading the axle, etc.).

All it is is a measurement of foot-pounds of torque at the wheels, nothing more. How can that be off (unless the dyno is "broken" and isn't really measuring foot pounds of torque)??? :confused::confused::confused:

"Well, with our dyno, your car is really pulling 90% of a foot pound of torque (per unit). It reads a little differently" :confused:

How does that make any sense??

Don't misinterpret--I easily understand how conditions, say, like weather, can influence what's actually being generated by the car at that moment in time, that's fine and dandy. What's confusing to me is how the dyno can read anything other than foot pounds of torque. In other words, assuming all other things equal (like weather conditions and such), how can different dynos read/generate different foot pounds of torque?
Even with correction factors there are variations. Engine dynos will vary 2 percent from one to another even with all things being equal. They are simply strain gauges with math to account for the deformation.
 
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