1st time Dyno
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Joined: Mar 2010
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From: West Bloomfield MI
1st time Dyno
Just put my '08 A6 on the dyno for the first time. My mods are a Vararam intake, kooks 1-7/8th headers w/ high flow cats and x-pipe, corsa sport mufflers and a tune by Dr. Phil. It put out 403hp and 396 trq. How would you rate those numbers? I ran 11.9 with just the CAI and the Corsa w/o a tune. Now I rip through gears after a tune..I hope to run 11.5 at the track.
Racer
Joined: Apr 2010
Posts: 384
Likes: 9
Just put my '08 A6 on the dyno for the first time. My mods are a Vararam intake, kooks 1-7/8th headers w/ high flow cats and x-pipe, corsa sport mufflers and a tune by Dr. Phil. It put out 403hp and 396 trq. How would you rate those numbers? I ran 11.9 with just the CAI and the Corsa w/o a tune. Now I rip through gears after a tune..I hope to run 11.5 at the track.
Seems low but you already clicked off an 11.9 with intake/catback so obviously your car is a strong runner already. The track will tell of your true power... do you know what kind of dyno and if you were corrected SAE?
Burning Brakes
Joined: May 2006
Posts: 1,110
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From: stuart fl
seems low??? i think its pretty good # for the mods, if it was an LS2 A6 with the same mods it would be strong if it got 370 RWHP. congrats on the #s i think they are pretty good, i also just had my car tuned by dr phil and he did a great job, i have an 06 LS2 A6 with almost all the bolt-ons and put down 397 RWHP and 377 RWTQ.
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Joined: Mar 2010
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From: West Bloomfield MI
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From: Saint Albans, WV
seems low??? i think its pretty good # for the mods, if it was an LS2 A6 with the same mods it would be strong if it got 370 RWHP. congrats on the #s i think they are pretty good, i also just had my car tuned by dr phil and he did a great job, i have an 06 LS2 A6 with almost all the bolt-ons and put down 397 RWHP and 377 RWTQ.
Seems spot on.
Burning Brakes
Joined: Aug 2008
Posts: 802
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From: Oro Valley AZ
Just put my '08 A6 on the dyno for the first time. My mods are a Vararam intake, kooks 1-7/8th headers w/ high flow cats and x-pipe, corsa sport mufflers and a tune by Dr. Phil. It put out 403hp and 396 trq. How would you rate those numbers? I ran 11.9 with just the CAI and the Corsa w/o a tune. Now I rip through gears after a tune..I hope to run 11.5 at the track.
Racer
Joined: Apr 2010
Posts: 384
Likes: 9
You don't know the LS3 if you think those numbers are spot on, I made 400rwhp 394rwtq with intake/dyno tune on a dynojet, using SAE correction.
I have since installed lg pro long tubes, and a 160 degree stat, we'll see what numbers I make tomorrow...
Right now the serious heat has got to be hurting numbers, high tomorrow in Dallas, TX is 102, so I'm sure that's going to kill my hopes for a great dyno sheet, but no big deal.
I'll be happy to update tomorrow and let you guys know
I have since installed lg pro long tubes, and a 160 degree stat, we'll see what numbers I make tomorrow...
Right now the serious heat has got to be hurting numbers, high tomorrow in Dallas, TX is 102, so I'm sure that's going to kill my hopes for a great dyno sheet, but no big deal.
I'll be happy to update tomorrow and let you guys know
Race Director
Joined: Oct 2005
Posts: 14,555
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From: Saint Albans, WV
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Racer
Joined: Apr 2010
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Like I said, I have a feeling 100 degree heat with high humidity is going to really hurt my numbers with the long tubes.
I will be happy to post the results regardless what they come in at
Safety Car
Joined: Jun 1999
Posts: 3,570
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From: Austin, Singapore, Kuala Lumpur, Houston, Dallas, Hong Kong, Elgin, etc.. Texas
lol, I was present the entire time for my dyno, there was no BS, we made tons of runs working out the tune as I had some bad gas, etc. I've been to that dyno twice while near stock, and made similiar numbers both times too, all while present looking at the data log on the laptop.
Like I said, I have a feeling 100 degree heat with high humidity is going to really hurt my numbers with the long tubes.
I will be happy to post the results regardless what they come in at
Like I said, I have a feeling 100 degree heat with high humidity is going to really hurt my numbers with the long tubes.
I will be happy to post the results regardless what they come in at
Here is a more technical description of the correction factor:
Dyno Correction Factor Calculator
This Correction Factor Calculator determines the dyno correction factor which is to be multiplied by the actual dyno data in order to correct for the effects of temperature, barometric pressure, humidity, and altitude. These calculations are derived from SAE J1349 Revision JUN90.
Air density is affected by the temperature, pressure and humidity of the air. On a hot day, or at high altitude, or on a moist day the air is less dense which means that there is less oxygen available for combustion which, in turn, means that there is also less engine horsepower and torque.
This calculator is specifically intended to help evaluate the data from a chassis dyno run when you would like to know how what the readings would have been if they were taken on an SAE standard dyno.
Drag racers and engine tuners... take a look at the features in the Engine Tuner's Calculator. The engine tuner's calculator now includes relative horsepower, air density, density altitude, virtual temperature, absolute pressure, vapor pressure, relative humidity and dyno correction factor!
To use this calculator just enter the temperature, absolute pressure and vapor pressure, then click on the calculate button.
{ see the calculator at http://wahiduddin.net/calc/calc_cf.htm
Copyright 1998-2010, Richard Shelquist
Additional Information:
Originally, all of the major US auto manufacturers were in or around Detroit Michigan, and the dyno reading taken in Detroit were considered to be the standard. However, as the auto industry spread both across the country and around the globe, the auto manufacturers needed a way to correlate the horsepower/torque data taken at those "non-standard" locations with the data taken at the "standard" location. Therefore, the SAE created J1349 in order to convert (or "correct") the dyno data taken in, for example, California or in Tokyo to be as if the data had been taken at standard conditions in Detroit.
For example, at 85 deg F, 24.71 in-Hg absolute pressure and 0.121 in-Hg vapor pressure, the engine only produces about 81.1% of the SAE rated power so that the required dyno correction factor is 1.233. Therefore, when dyno testing under these conditions, it is necessary to multiply the measured torque and horsepower values by the correction factor of 1.233 to determine the SAE corrected readings. The dyno correction factor takes into account all of the effects of temperature, altitude, atmospheric pressure and humidity to arrive at corrected horsepower and torque values.
The air temperature should ideally be the temperature of the air that is going into your engine.
The absolute pressure is the actual atmospheric pressure, also called station pressure. This is not the barometric pressure or altimeter setting as is typically reported on the local weather report.
The vapor pressure is the partial pressure of the water vapor in the air.
For these calculations, the standard reference conditions are: Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity.
Resources:
For in-depth technical details, see my web page on Dyno Correction Factor and Relative Horsepower and also see the page describing Air Density and Density Altitude.
A useful source for simple atmospheric theory, explanations and calculations is the USA Today Weather web site. Also, there are several weather conversion calculators available from El Paso NWS.
Copyright 1998-2010, All Rights Reserved, Richard Shelquist, Shelquist Engineering.
Richard Shelquist
Longmont, Colorado
Last Updated: 20-Jul-2010
Last edited by Mez; Aug 9, 2010 at 10:46 PM.
Racer
Joined: Apr 2010
Posts: 384
Likes: 9
The Dyno's are smart. They use a SAE correction factor to compensate for the temp and humidity variation.
Here is a more technical description of the correction factor:
Dyno Correction Factor Calculator
This Correction Factor Calculator determines the dyno correction factor which is to be multiplied by the actual dyno data in order to correct for the effects of temperature, barometric pressure, humidity, and altitude. These calculations are derived from SAE J1349 Revision JUN90.
Air density is affected by the temperature, pressure and humidity of the air. On a hot day, or at high altitude, or on a moist day the air is less dense which means that there is less oxygen available for combustion which, in turn, means that there is also less engine horsepower and torque.
This calculator is specifically intended to help evaluate the data from a chassis dyno run when you would like to know how what the readings would have been if they were taken on an SAE standard dyno.
Drag racers and engine tuners... take a look at the features in the Engine Tuner's Calculator. The engine tuner's calculator now includes relative horsepower, air density, density altitude, virtual temperature, absolute pressure, vapor pressure, relative humidity and dyno correction factor!
To use this calculator just enter the temperature, absolute pressure and vapor pressure, then click on the calculate button.
{ see the calculator at http://wahiduddin.net/calc/calc_cf.htm
Copyright 1998-2010, Richard Shelquist
Additional Information:
Originally, all of the major US auto manufacturers were in or around Detroit Michigan, and the dyno reading taken in Detroit were considered to be the standard. However, as the auto industry spread both across the country and around the globe, the auto manufacturers needed a way to correlate the horsepower/torque data taken at those "non-standard" locations with the data taken at the "standard" location. Therefore, the SAE created J1349 in order to convert (or "correct") the dyno data taken in, for example, California or in Tokyo to be as if the data had been taken at standard conditions in Detroit.
For example, at 85 deg F, 24.71 in-Hg absolute pressure and 0.121 in-Hg vapor pressure, the engine only produces about 81.1% of the SAE rated power so that the required dyno correction factor is 1.233. Therefore, when dyno testing under these conditions, it is necessary to multiply the measured torque and horsepower values by the correction factor of 1.233 to determine the SAE corrected readings. The dyno correction factor takes into account all of the effects of temperature, altitude, atmospheric pressure and humidity to arrive at corrected horsepower and torque values.
The air temperature should ideally be the temperature of the air that is going into your engine.
The absolute pressure is the actual atmospheric pressure, also called station pressure. This is not the barometric pressure or altimeter setting as is typically reported on the local weather report.
The vapor pressure is the partial pressure of the water vapor in the air.
For these calculations, the standard reference conditions are: Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity.
Resources:
For in-depth technical details, see my web page on Dyno Correction Factor and Relative Horsepower and also see the page describing Air Density and Density Altitude.
A useful source for simple atmospheric theory, explanations and calculations is the USA Today Weather web site. Also, there are several weather conversion calculators available from El Paso NWS.
Copyright 1998-2010, All Rights Reserved, Richard Shelquist, Shelquist Engineering.
Richard Shelquist
Longmont, Colorado
Last Updated: 20-Jul-2010
Here is a more technical description of the correction factor:
Dyno Correction Factor Calculator
This Correction Factor Calculator determines the dyno correction factor which is to be multiplied by the actual dyno data in order to correct for the effects of temperature, barometric pressure, humidity, and altitude. These calculations are derived from SAE J1349 Revision JUN90.
Air density is affected by the temperature, pressure and humidity of the air. On a hot day, or at high altitude, or on a moist day the air is less dense which means that there is less oxygen available for combustion which, in turn, means that there is also less engine horsepower and torque.
This calculator is specifically intended to help evaluate the data from a chassis dyno run when you would like to know how what the readings would have been if they were taken on an SAE standard dyno.
Drag racers and engine tuners... take a look at the features in the Engine Tuner's Calculator. The engine tuner's calculator now includes relative horsepower, air density, density altitude, virtual temperature, absolute pressure, vapor pressure, relative humidity and dyno correction factor!
To use this calculator just enter the temperature, absolute pressure and vapor pressure, then click on the calculate button.
{ see the calculator at http://wahiduddin.net/calc/calc_cf.htm
Copyright 1998-2010, Richard Shelquist
Additional Information:
Originally, all of the major US auto manufacturers were in or around Detroit Michigan, and the dyno reading taken in Detroit were considered to be the standard. However, as the auto industry spread both across the country and around the globe, the auto manufacturers needed a way to correlate the horsepower/torque data taken at those "non-standard" locations with the data taken at the "standard" location. Therefore, the SAE created J1349 in order to convert (or "correct") the dyno data taken in, for example, California or in Tokyo to be as if the data had been taken at standard conditions in Detroit.
For example, at 85 deg F, 24.71 in-Hg absolute pressure and 0.121 in-Hg vapor pressure, the engine only produces about 81.1% of the SAE rated power so that the required dyno correction factor is 1.233. Therefore, when dyno testing under these conditions, it is necessary to multiply the measured torque and horsepower values by the correction factor of 1.233 to determine the SAE corrected readings. The dyno correction factor takes into account all of the effects of temperature, altitude, atmospheric pressure and humidity to arrive at corrected horsepower and torque values.
The air temperature should ideally be the temperature of the air that is going into your engine.
The absolute pressure is the actual atmospheric pressure, also called station pressure. This is not the barometric pressure or altimeter setting as is typically reported on the local weather report.
The vapor pressure is the partial pressure of the water vapor in the air.
For these calculations, the standard reference conditions are: Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity.
Resources:
For in-depth technical details, see my web page on Dyno Correction Factor and Relative Horsepower and also see the page describing Air Density and Density Altitude.
A useful source for simple atmospheric theory, explanations and calculations is the USA Today Weather web site. Also, there are several weather conversion calculators available from El Paso NWS.
Copyright 1998-2010, All Rights Reserved, Richard Shelquist, Shelquist Engineering.
Richard Shelquist
Longmont, Colorado
Last Updated: 20-Jul-2010
True but it doesn't account for engine temperature and IAT's both which reduce timing in a big way if your car is hot, and 100 degree ambient temps will do that...
Pro
Joined: Sep 2006
Posts: 580
Likes: 77
From: Northville MI
For reference, I dropped my LS2 A6 at Livernois Motorsports today for heads, cam, E-force blower and headers. They did a baseline dyno run and it produced 332 RWHP / 330 RWTQ with an AirAid intake and Magnaflow exhaust.
Burning Brakes
Joined: May 2006
Posts: 1,110
Likes: 16
From: stuart fl
You don't know the LS3 if you think those numbers are spot on, I made 400rwhp 394rwtq with intake/dyno tune on a dynojet, using SAE correction.
I have since installed lg pro long tubes, and a 160 degree stat, we'll see what numbers I make tomorrow...
Right now the serious heat has got to be hurting numbers, high tomorrow in Dallas, TX is 102, so I'm sure that's going to kill my hopes for a great dyno sheet, but no big deal.
I'll be happy to update tomorrow and let you guys know
I have since installed lg pro long tubes, and a 160 degree stat, we'll see what numbers I make tomorrow...
Right now the serious heat has got to be hurting numbers, high tomorrow in Dallas, TX is 102, so I'm sure that's going to kill my hopes for a great dyno sheet, but no big deal.
I'll be happy to update tomorrow and let you guys know
if you said it i missed it is your car an A6 or a manual? if A6 then thats pretty good #s
Safety Car
Joined: Jun 1999
Posts: 3,570
Likes: 3
From: Austin, Singapore, Kuala Lumpur, Houston, Dallas, Hong Kong, Elgin, etc.. Texas
I am not saying you are wrong because I don't know. But I've given this issue some thought and am not convinced reducing ignition advance to avoid knock retard because of higher IAT has a direct correlation to reducing SAE corrected HP on the dyno all things being equal.
My last dyno was at 100 degrees and it made the most corrected HP.
As a side note, using the above SAE correction formula, by going from 95 to 100 degrees, it results in about a 1% reduction in HP uncorrected.
I'll have to do some more research on this subject.
Burning Brakes
Joined: Aug 2007
Posts: 962
Likes: 0
From: SPRING HILL FL
Now go run it at the track, track #'s don't lie. You will run better in the fall & winter. Make a run now and in the late fall, then compare. I don't even go to the track in the summer, too hot! Good luck
