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Old 12-10-2005, 12:36 AM   #26
FalconRS
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That does seem like a lot of driveline loss to me. But I'm also not familiar with that type of dyno and they all calculate things a little differently.
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Old 12-10-2005, 06:46 AM   #27
Patrick Olsen
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The Dyno Dynamics is about the lowest reading dyno out there (that I know of), hence the "low" numbers. I think that the cars were dyno'd in 4th gear, but it's been a few years.

Pat
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Old 12-10-2005, 12:11 PM   #28
Matt Monson
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Quote:
Originally Posted by Drunken Tiger 3o1
anyone know what gear those cars were dyno'd in?
100hp max? so there was a 60some hp loss from the crank? or am i misreading.
can someone knowledge this noob?
As Pat kind of alluded to, that was back in the day when there was only one kind of AWD dyno in the world. A number of the newer AWD dynos, like the Mustang, read much higher. It really is all relative. For reference, my car puts down 138.5whp on the same type of dyno as these old numbers of Pat's. That's in the same ballpark that a stock car puts down on a Mustang. It's not that there is actually that much driveline loss, it really just has to do with how the particular dyno works and is calibrated. The important thing when trying to gauge your own mods is to know what a stock car does on that exact dyno. Then you can do some simple math to solve for "X" to get an idea of what you are making at the crank.

165/100 = X/138.5 If you solve for X, you get 228.5 crank HP. Now, driveline loss is not a constant, so in reality this number is a little high for what I really make. Because the percentage of driveline loss falls with more power, I generally tell people my car makes 220chp. It is really hard to calculate actual drivline loss, so I am really just guessing, but it's close enough for bench racing.

In the real world, I know for a fact that I am faster in a straight line than a stock WRX. But then there is the variable of gearing that comes into play. However, if you compare my dyno sheet to a WRX, I make more power under the torque curve. But ultimately, extrapolating CHP from a dyno graph is not an exact science...
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Old 12-10-2005, 12:24 PM   #29
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Quote:
Originally Posted by Patrick Olsen
The Dyno Dynamics is about the lowest reading dyno out there (that I know of), hence the "low" numbers. I think that the cars were dyno'd in 4th gear, but it's been a few years.

Pat
It's actually one of the highest!

Mustangs is the lowest.

On a dyno dynamics- I got 132/145
on a mustangs- I got 123/133

-Gagan
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Old 12-10-2005, 12:29 PM   #30
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The reason is the dynamics doesn't give an acurate real world load on the rollers. The mustangs does. The mustands rollers are connected via a belt, so they must run at the same speed. the dynamics isn't and that's one reason you can't run a 4EAT on it, because it have 90/10 tq split, and the numbers just won't work out. On the mustangs, it would work out fine, since both rollers move at he same rate and the heft of the rollers renacts the load/resistance of a street surface pretty closely.

I go to www.gruppe-s.com for my dyno runs.
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Old 12-10-2005, 12:36 PM   #31
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Gagan,
What kind of correction factor is your dyno operator using? On our local dyno they don't correct for anything but humidty, and we are at 5000ft. On Cobb's Mustang, they do run a correction factor, as they are also at 5000ft, and that is part of the differences in the numbers beyond the calibration. If those two dynos you tested on run different corrections, then that could explain why the Mustang, which does generally read higher, is reading lower than the Dynamics. And did you run on one on a 60 degree day and another on a 90 degree day? There really are a lot of variable that could explain the discrepancy...
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Old 12-10-2005, 01:47 PM   #32
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Quote:
Originally Posted by joltdudeuc
It's actually one of the highest!

Mustangs is the lowest.

On a dyno dynamics- I got 132/145
on a mustangs- I got 123/133

-Gagan
You would be the first person I've ever seen report results like that. The Dyno Dynamics is without a doubt not one of the highest reading dynos. I know for a fact that Dynojets and Dynapacks read significantly higher, and Mustangs read about the same or slightly higher than the DD. There are any number of reasons that might explain why yours didn't work out that way.

Pat
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Old 12-10-2005, 04:07 PM   #33
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Apparently, you can change the way he DD's read, and make it read high or low numbers.

lol... so you guys must have some honest tuners near you.
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Old 12-10-2005, 04:12 PM   #34
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temp are similary. both are at sea level.

just looks like some had the resistance set a little low on the DD. lol
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Old 12-11-2005, 01:45 AM   #35
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I just dynoed today on a DynoJet at TorqueFreaks in Potland Oregon.

Turbo 1.8 1989 = 113 modded but with ?
Outback 03 = 103 stock with intake and exhaust
stock 04/05? WRX = 203 hp with borla exhaust and perfect power
STI 0? = 430 hp BIG ass turbo and tuning. Thats it. Oh yeah, 120 leaded and 30 psi
97 (?) Legacy GT with a 2.2 close deck/WRX heads/TMIC/LINK = 230 hp
1990 Legacy Wagon 2.2 NA Supercharged = 155 whp and 175 torque. (ME!)
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Old 12-11-2005, 12:42 PM   #36
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Quote:
Originally Posted by reddevil
I just dynoed today on a DynoJet at TorqueFreaks in Potland Oregon.

Turbo 1.8 1989 = 113 modded but with ?
? = Greddy E-Manage Engine Managment
2.25inch Stainless Exhaust from the CAT back
Stock Downpipe and Header
Stock Turbocharger @ 10psi via MBC
Stock Intake
No Intercooler

Congrats on your dyno run! I read about the cheap price Rallitek was charging. $25 for 3 pulls. NICE!
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Old 04-09-2013, 08:00 PM   #37
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nice info man thank you for sharing
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Old 04-10-2013, 07:56 AM   #38
Patrick Olsen
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Holy 7-1/2 year thread bump, Batman!

I would love to see similar results for the newer cars, but it seems as though there are fewer and fewer folks who dyno their N/A cars.
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Old 07-03-2013, 05:57 PM   #39
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^^ Bump (only a 3 month bump this time!)

wHP: 132
wTQ: 131



* Stock EJ25 SOHC
* 87 octane ethanol-free gas
* Grounding mod
* 202k miles on the engine
* ECU reset when I filled up (50 miles ago)

I just dynoed my 2000 Outback on a Mustang Dyno which was just fully re-calibrated (2013 stock BRZ showed 171 wHP). However, my car is an automatic and what I read here on NASIOC it should be run in 2nd. The gearing is not very close to 1:1 so the numbers are higher than those posted here.

I needed/wanted a baseline before changes. The exhaust system is rusting through from the previous owners in Chicago. I have a OBX long tube equal length header plus 05 WRX 2.25" exhaust system that will be installed sometime in the future.

Last edited by Eggroller; 06-25-2014 at 05:15 PM.
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Old 07-09-2013, 12:09 AM   #40
Kevin Thomas
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Quote:
Originally Posted by Patrick Olsen View Post
Holy 7-1/2 year thread bump, Batman!

I would love to see similar results for the newer cars, but it seems as though there are fewer and fewer folks who dyno their N/A cars.
You ain't the only one!

And yes...Holy Thread Resurrection!
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Old 07-09-2013, 10:31 AM   #41
Patrick Olsen
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Quote:
Originally Posted by Eggroller View Post
^^ Bump (only a 3 month bump this time!)

wHP: 132
wTQ: 131
Peak numbers don't mean much. Where is the dyno graph so we can see the shape of the curves?

Quote:
Originally Posted by Eggroller View Post
I just dynoed my 2000 Outback on a Mustang Dyno which was just fully re-calibrated (2013 stock BRZ showed 171 wHP). However, my car is an automatic and what I read here on NASIOC it should be run in 2nd. The gearing is not very close to 1:1 so the numbers are higher than those posted here.
Dynoing in 2nd gear seems like strange advice - where did you read that? What were the actual numbers, and how did you "convert" them to get the 132/131 that you posted?
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Old 07-09-2013, 07:10 PM   #42
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I just wanted to say that the graph from the first page doesn't make any sense to me. I don't know where those numbers are gotten from but that just seems like an excel sheet replica from a bunch of numbers. peak horsepower at 4800rpm? Are you kidding me? I have lots of NA dyno graphs both i-avls and non-avls that present a much broader power range (hp 5600-6000rpm and torque 2500-5000rpm). I think overall subaru did a good job tuning the 2.5l sohc engines...from most dynos over 95% of peak torque is made at only 2500rpm. There is however the infamous subaru torque dip at 3500rpm, which i have no idea what causes it. But you can see this dip in almost every NA subaru engine...i'm suspecting the intake manifold. There is also a general lack of torque below 2000rpm, pretty bad for uphills from a standstill. but it's fine once it climbs pass that threshold.



+08 2.5i (second gen AVLS)


07-06 2.5i (first gen AVLS)


2.5 rs (Non AVLS) blue is stock - lack of low end is because of open loop delay.



some stuff can be concluded from the 2.5l sohc...firstly they all suffer from open loop delay problems, meaning car stays lean until past 4k rpm. this can be fixed with an ecu reflash on most models. Another is the dip at 3.5k rpm and below 2k rpm. On a hot humid day, climbing a hill with my A/C on from a standstill can be embarrassing in the 2.5i. Overall though it is fairy well tuned the streets with a broad power range between 2500-5000rpm, but i guess you all already knew this! Here is a 2.4l Toyota 4 banger for comparison, notice how torque is almost non existent below 3.5k rpm on those camrys:


2.4l toyota blue is stock

Last edited by Pickler; 07-09-2013 at 07:33 PM.
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