Really? You’re making F80 power in your S4? I’m entirely skeptical of that claim.
I love this fuking guy. Seriously, we need more of this!
especially when the guy making it says the S4 will be down 70 awtq to the BM…considering every S4 dyno I’ve ever seen shows the torque within 5-8% of the horsepower.
So unless the BMW is making around 50 WTQ more than it makes WHP it’s further tomfoolery from Kanye’s brother.
West’s engine revs to 15,000 RPM, haven’t you seen his car?
I’m at about 315 wheel torque for the middle of the band, with the average slightly over 300. I think my car is good for about 370 wheel HP at 7000-7100 RPM.
http://i58.tinypic.com/jtt6vo.png
The F80 claims have been greatly overstated relative to what it will do on California 91 octane on a proper Mustang dyno. Here’s the numbers I saw:
That vehicle weight is about 500lb off with a 200lb driver…
Good eye, but I don’t think that number is material. This is what it said for my car, which is 3850 with driver
weird that they didnt fix it. Not sure but seeing that its a calculation it should matter.
It should matter for sure
That’s ridiculous. They tap a bunch of wires under the hood and read signals directly from the engine to get all of the data the test needs. It wouldn’t matter if the car weighed 2 or 3 tons. It makes the amount of horsepower it makes.
In theory an A6 3.0TFSI and an S4 3.0TFSI would dyno the same.
[edit] Here’s an explanation:
[quote]Elapsed Time Testing Under “Real World” Road Load
All of the timing tests available with the PowerDyne Software package use our patented Virtual Inertia™ Technology. The term “Virtual Inertia” means that dynamometer control software takes into consideration the test vehicle’s weight and aerodynamic characteristics to apply the exact loading to simulate actual “real world” driving conditions. So the result you see on the dynamometer are practically identical to the results you will see on the road or race track.
[/quote]
This makes sense because my rear lip spoiler generates some pretty insane downforce.
its similar to how lw mods make the car faster I would think
You realise it’s a load test and interacts with a drum and parameters are input to guide that computer on how to interpret how it interacts with that drum…right?
You do realize how arrogant you’re being, right? Not only do the people that run the dyno get training from the dealer/installers, but they also calibrate against the other Mustang dyno’s in the same region to read the same numbers for a given test vehicle. I know it’s hard for you, but stop being a keyboard cowboy for two minutes and trust the results. Your observation of random numbers on the screen doesn’t invalidate the test, since you don’t know what you’re looking at.
Cold winter up in Toronto. I can forgive how unbearable you’re being.
Inb4 the r@ping of west’s post
that’s what I meant, you made it sound a lot more legit lol.
west dyno’s aren’t trusted as more than a tool for this very reason. The “trained” tech couldn’t even get within a few hundred pounds of the vehicles weight.
The dyno knows which car is on the stand and the roller/resistance program is set up for that vehicle. They aren’t “west’s dynos”. They’re dynos of Audi and BMW tuners in the San Francisco Bay area. Let’s not be Internet cooks and trust we’re getting a nice conservative reading. The dyno sheet I posted was from a dyno day where 50 other Audi’s were put up there. The numbers made sense across the range.
@saki why doesn’t my horsepower equal my torque like you said it would? Could it be you don’t know anything about the B8 but still post about it a lot?
-
After I told you that the weight inputs definitely matter, you said [quote=easteast444]That’s ridiculous. They tap a bunch of wires under the hood and read signals directly from the engine to get all of the data the test needs. It wouldn’t matter if the car weighed 2 or 3 tons. It makes the amount of horsepower it makes.
[/quote]
I then explained it’s an important parameter, it is a load test, and weight inputs definitely matter. You again brushed it off. Go to the mustang website and read the operator manual for further clarification. You’ll enjoy it. Also go watch the video AMS posted on their youtube about the ease of fucking up mustang dyno data. -
Where did I say your HP and TQ would be equal?
[quote=easteast444]@saki why doesn’t my horsepower equal my torque like you said it would? Could it be you don’t know anything about the B8 but still post about it a lot?
[/quote]
Let’s help you out mr wester…we will first show the forum what I ACTUALLY said…
So that’s not exactly ‘equal’ is it.
i.e. if you dyno’d 365 whp (can’t remember and don’t really care) my point was that you’d not be less than 335 wtq.
Were you?
The only way you wouldn’t be would likely be a scale issue. If we scale up the results, the delta between HP and TQ gets funky. Case in point, the GIAC dyno below that showed their stage 1 91 octane california gas tune making 410 whp (lol) and 340 wtq. Someone posted this here to show the math. I will find it. http://audirevolution.net/forum/index.php?topic=510.0
Because the hp is a calculated multiplier, when we scale up, the results look steep as fuck and get silly.
Anyway, the dyno results from the M3/4 show it making about the same whp/wtq relationship to the S4 on normal dynos. Less torque than hp. About 5-8% less. If you were maintaining that an M3/4 was going to dyno same as an S4 (and you claim 365 whp, thus so would he) but 70 wtq more for the BM, that would mean you would have to dyno AT LEAST 70 wtq less than 363…aka about 293. And that assumes the BM makes 365 WHP and 365 WTQ. If it’s a normal M3/4 dyno, and it makes 365 WHP, it’s probably about 340 WTQ, and thus you’d need to dyno 70 WTQ to be less.
http://www.bimmerboost.com/images/imported/2012/01/AKB_stage1_stock_91oct-1.png
It’s like the tuners use different dynos than all of us mortals. Thanks for posting the GIAC results. I must live in an alternate universe where stock S4’s run 13’s. I must have been dreaming when I saw two stock S4’s go on the same dyno as me and post 270 whp and 270 wtq.
Not trying to do anything other then help. Here. I operated a dyno for many years.
In most all dyno’s the weight setting is very important and it will effect the over all results if not correct. The reason you need to even put in the weight of the car is because it effects the over all results.
It kinda works like this. The rollers actually at every so many points (and the points are adjustable) adds resistance to the rollers the cars ability to over come that helps determine the tq the car is making. The weight of the car helps tell the calculation how much resistance is going to be from the weight of the car.
So this is a manual setting? The equipment doesn’t know what car it’s operating?
Honestly, the fuss around dyno results reminds me of 9/11 truther level paranoia. I’ve had results on a few dynos that were all about the same and I don’t think anyone obsessively set this number. Do we honestly think the rollers will do something different if 4000 pounds is entered versus 3800 pounds?