^This...

But has to be worth my while too...First, Second and Third place trophies. Always prepared to travel up to 7hrs to race.

Stock motor class and built motor class..

 

What are we talking location wise? I'd be a drive but I think I might be able to do it.

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Looks like I might have to cash in a few of my stored up vacation days to come see this! All I need to know is location, date & time and I'm there!

I do agree with Travis that there should be a stock motor & built motor class.

 

No r comps Travis.

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ha ha ha lol

 

I don't want to flame anyone nor step on anyone's toes, but this is REAL simple math here and the baseline barometric pressure settings and correction factors coupled with dyno differences in where and HOW they measure the power can skew numbers EVEN further.

We dynoed a stock 2011 6 speed tC and we saw power of 165whp and 162ft/lbs on a dynojet. Blue is stock, red is after our green header install.



For comparison......
[/QUOTE]

Base numbers for us where near exactly 3.5% off on whp measurement at SAE correction and smoothing factor of 5.

Simple math..... 165*.965 = 159.225
This is a 3.5% reduction.

Torque yielded a different value, but still REAL close in % and not 15%.....
162 * .95 = 153.9
This is a 5% reduction.

Not quite sure how math lies exactly there, but these are 100% facts. Purely educational and take it as you may, but I feel this dyno number debate is stale at best.

 

This is just my opinion but I always take dyno #'s with a grain of salt because you can put down a nice # on the dyno but that doesnt necessarily equate to good #'s at the track. As mentioned previously, a good comparison would be to have the two setups compete at the track. IMO it would showcase the functionality of the power that's being put down.

Prime example is Travis's tC. It passes Evo's & Porsche's on the track but if you dyno'd those cars I'm sure there #'s would be more than Travis's tC.

 

You right, time to step up to full blown slicks... Just kidding, Toyo R888's, Kuhmo v710's or bust...Only street tire I would run would be the Hankook RS-3's (as long as they were 265-285wide).

 

I try to make up for it with better driving. Push it to the limit I say...Cause I can go for a Sunday drive down a country road for free if I just want to take it easy.


I think it's clear and evident that not EVERY single dyno of that type is setup exactly 15% or 25% or whatever % above PTuning's dyno. Don't think it applies to every single dyno out there in the world. The thing is though, there is only a couple of commonly used dyno's here on Scionlife, where numbers get advertised by the respected vendors. Which are Church's dynapack, PTuning's Dyno Dynamics and I'm not sure which one Dezod uses on a regular basis for their advertised numbers. So, if the one you posted is the one you get all your numbers from, then congrats at being a little closer than the Dynapack from Church.

 

Does Ptuning use any form of correction factor at all? i know in colorado it is really common to use correction factors to see what our cars make at sea level. like when i dyno'd my stock tc it was 159whp corrected. uncorrected it was 110 iirc it might actually ben sub 100 i cannot recall though. anyways my point is if ptuning isnt using a correction factor at all to compensate for i dunno, something and other dyno's are that could be the big difference we commonly see.

 

I'm down for a grudge match anytime. Drag, auto x, time trial, whatever.

Anyhow, to reiterate what I said... Dyno Jet numbers are all over the place because it doesn't actually read power, just reads how long it takes to spin the roller.
If you want a happy median, just look at the national classification rules for NASA Time Trials. There is a new rule this year ( because people must have been taking advantage of a low reading dyno dynamics). I had to submit a dyno sheet and follow their guidelines. They imply at least a 10% correction factor if pulls were on a DD.

You can NOT compare any 2 dynos over the Internet, it is stupid. " I was on the same boost at the same duty cycle..." ____ doesn't fly. Plus there are shops with DD dynos which already have a correction factor ( I know of 2 in NY offhand). Spark plugs could be a year older, temperature, VVT I does learn on our cars even with a standalone. Heck my car made 30ft pounds more torque out of the blue a month ago.... With NO changes.

 

We will see if we can setup some type of race event at Summit Point, WV this year. It would be great to see a bunch of Scion racing with the local Porsche or BMW club.

This has always been our dilemma. Not only is our dyno one of the lowest reading dyno, we NEVER ever use correction factory to bump up our dyno reading.

On another note, we are currently offering the tC2 community FREE Dyno pulls on any bolt-on turbo kit. We want to gather data on the various kits currently on the market to give everyone an idea on the HP specs. We are willing to extend this offer to the tC1 force induction group running ANY BOLT-ON turbo kit. Customers always ask us for HP comparison between the different kits on the market. However, it difficult at time to explain the different dyno reading, correction factor, etc. This way, all the number will be from the same dyno. If we have enough interests, we can start a new thread on this.

 

...

 

That is freaking BA guys if I was over there I'd take you up on this for sure!

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