AWD Dyno Sessions February 1st 1999

Zürich, Switzerland

Last updated on 2/14/99

This page shows the different results from the dyno-sessions on Feb 1st 1999 on a AWD dyno in Zürich/Switzerland. Jim Matthews and Mike Chapleski came both down from Germany with their 94' and 95'Stealths and we had the opportunity to compare all three cars together.

We hope that the information provided on this site is useful for everyone and hopefully will guide each individual to the best performance of the car. Please also note that we added some warnings based on our experiences (just check out my rebuild page) and we just hope that you'll not ignore them.

Finally you'll find some personal thoughts and experiences each one of us made during this sessions and during the process of tuning up our cars.

IMPORTANT NOTE :

All power figures in kW (Kilo-Watts) on the sheets are calculated from the power measured at the wheels plus the loss from the drivetrain/wheels (also measured on the dyno). The result is engine power in kW. All hp figures are SAE corrected horsepower calculated by (kW * 1.36 * 1.123)

The torque figures are measured and shown in Nm (Newton-Meters). All lbs-ft figures are calculated by (Nm * 0.738)

Also please forgive me only to present the european figures but I'll add the converted/translated sheets soon as it's only a matter of time :)

Setup of the three cars

Dyno Results

Below are the different dyno sheet for each car (click onto the picture to get the large one). Please note that the torque scale is different and cannot be compared directly. Scroll down the page to find the exact overlays to compare the cars.
 

	Jim's 94'Stealth produced a healthy 266kW / 480Nm (406hp / 354 lbs-ft) after dialing in the SAFC-R at 1.00 bar. On the dyno the car was held at the rpm where the hp peak was found and boost got increased until it started to drop. Interestingly enough this started just at 1.00bars that finally shoed best performance without any retard. Please also have a look at Jims homepage for more details on his runs.
	This is the final result from Mikes third run after regapping the plugs. Before this the car peaked out great 271kW but with a noticeable fall off after the peak caused by the timing that got retarded ! (look at the first sheet) Finally he got 264kW / 449Nm (403hp / 331 lbs-ft) on his last run with a peak boost of 0.89 bar. With a better dialing in of the Blitz controller to 1.00 bar his torque curve would be higher for sure.
	Unfortunately, I was that stupid and went to the dyno with the winter tires that are only rated up to 210km/h. This resulted in slight slipping as well as loosing the ability to tune in the AFC as well as not getting any rpms over 5800 or less. However, my 93'3000GT with EU turbos peaked out 264kW / 503Nm (402hp / 371 lbs-ft) after dialing in the Blitz to 1.00 bar. We were not able to held the car on the specific rpm because the winter tires started to melt !

Comparison Charts

Jim's and my car can be compared together as we both peaked at 1.00 bar. Due to the lower boost Mike run his torque curve is somewhat low while the power curve is on the level of the other cars. Please click the chart to get the larger version.

Horsepower comparison Chart

This chart shows the different horsepower curve of the cars. It is very well visible that the 13G Turbos produce more boost at lower rpms but give not any peak horsepower more compared to the stock 9B. At 4500 the 3000GT had around 35hp more than Jims Stealth while Mikes would come close to our curves with 1.00 bar too. Also on the dyno screen it was noticeable that Mikes Stealth is holding the power for a longer time like mine would without the winter tires. The only reason for this is the exhaust modification our cars have compared to Jims car.
 
 

Torque comparison Chart

This chart shows the different torque curves of the final runs. Again we can see the difference of the 13G turbos and the deeper curve from Mike. But his characteristic is the same as Jims and therefore with the same amount of boost they come close together. But it is also visible that at around 3000rpm his car has less torque than Jims car. In the low and high rpm range the curves are pretty close.
 
 

Combined comparison Chart

Finally, the fully combined chart. Again we see the bigger torque area of the 13G equipped car with also the advanced power in the mid rpm range. Here it is worth to compare the curves from Mike and Jim. Assuming the same boost for both the torque curve from Mikes car would be still lower around 3000rpm compared to Jim's car. But it is obvious that Mikes car is holding the power on the upper rpm area. This is a very common sign for a different exhaust setup on the cars. While Jim is running a bone stock exhaust, Mike has a high flowing DP, testpipe and a cat-back. Therefore it is interesting to see a result that usually belongs to NA cars : less backpressure produce more hp in the upper rpm but costs some torque in the lower area.

Conclusions, findings and
personal thoughts and experiences

Here we tried to summarize our dyno-day in Switzerland. It was also great fun to have a friend of mine with his Supra TT with us. And we learned that our boost/power development is double that efficient than it is on the Supra, i.e. the Supra TT needs 1.2bars of boost to achieve the same power as our cars do with only 1.00 bar !

The following table is a detailed conclusion in some specific areas we found interesting ouctomes.

We hope to gave you an insight what we did on the dyno, so stay tuned and come back often as we increase the content from time to time with new experiences and new graphs.

This site is owned by Roger Gerl