Dyno

AJP’s Dynocom Dyno

Tune Your Car

Measure Performance Improvement of Your Mods

All-Wheel Drive

Great for contests

Safer than street-racing

Every December, we have our dyno checked out and verified by Dyncom’s Vice President of Engineering Paul Arseneau for accuracy. We are confident in the numbers our dyno produces.

An article on the Dynojet dyno fudge factor – Sports Car International, March 2006

“One of the biggest headaches of Dynojet’s go-it-alone chassis dyno project was figuring out how to assign meaningful power numbers in the face of unknown inertia from the moving parts of hundreds or thousands of engine, drivetrain and tire combinations.

Wrestling to fully understand inertia and powertrain losses, Dobeck and his team quickly realized that the standard physics formula of weight, time and distance for converting acceleration into horsepower simply didn’t work right. Even after eliminating all drivetrain losses and attempting to account for all heat loss in the vehicle and dyno systems, the derived number was always lower than accepted numbers.

The Dynojet team poured on resources and burned up time and money investigating the Mystery of the Missing Power. But no matter what did, the mathematics never added up.

Dynojet’s final number fudge – which would eventually be applied to every vehicle strapped to a Dynojet chassis dyno – was arbitrarily based on a number from the most powerful road-going motorcycle of the time, a 1985 1,200-cc Yamaha VMax. The VMax had 145 advertised factory horsepower, which was far above the raw 90 horsepower number spit out by the formula. Meanwhile, existing aftermarket torque-cell engine dynamometers delivered numbers that clustered around 120.

Always a pragmatist, Dobeck finally ordered his chief engineer to doctor the math so that the Dynojet 100 measured 120 horsepower for a stock VMax. And that was that: For once and forever, the power of everything else in the world would be relative to a 1985 Yamaha VMax and a fudged imaginary number that was close to the “agreement reality” of the average of some other imaginary numbers.”

Comparison between AJP dyno and Hondata dyno

AJP

• Hondata Naturally-Aspirated reflash
• Hondata Heatshield Gasket
• DC Race Header
• HFP axle-back
• FD2 CTR intake manifold
• 219 whp (SAE corrected) on AJP’s dyno
• 161 ft-lbs torque

• Hondata Naturally-Aspirated reflash
• Hondata Heatshield gasket
• DC Sports header
• Injen intake
• 217 whp (SAE corrected) on Hondata’s dyno
• 162 ft-lbs torque
• http://hondata.com/reflash_06_civicsi.html

Tuning Hours

Monday through Saturday by appointment

Review this checklist:

1. There should be zero check engine lights. Most CEL codes for oxygen sensors are acceptable depending on whether or not they can be disabled via the management system being tuned.
2. There should be no exposed wires. Bad or faulty electrical connectors introduce extra variables that complicate things.
3. Good battery and charging system.
4. Tight bolts on the exhaust system
5. No exhaust leaks from gaskets or flanges.
6. Engine should be in good running condition; it should pass compression checks and leak-down checks

We can do these checks for a nominal fee of $40.

Remember that repairs cost time. Get your problem spots fixed well ahead of your appointment so that everything is running properly.

Dyno Waiver Form

Please download and fill out the All Jap. Cars Dyno Waiver form. We must have this completed form on file before your dyno session begins.

AJP Dyno Day, Saturday August 29