A90 Supra MKV on the dyno

Goose said:

AWD dyno with all the rollers going. It's about the same as the Dyno Dynamics showed. When I toss her on a Dynojet, she'll show the high numbers that everyone else is seeing.

The DD they played with correction a bit I discovered. Normal, was about dead on with what toyota claimed.

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It would be interesting to see the SuperFlow graph with the various correction factors/filters applied. The CF utilized on your graph is definitely the heartbreaker one. I have graphs from them in both "WhlPwr/WhlTrq" and "SAE HP/SAE TQ" both of which are much closer to Dynojet numbers (comparing the same car/setup), i.e., SuperFlow "SAE HP/SAE TQ" of 529.5/476.8 compared to 546.4/487.1 on a Dynojet using STD correction, Smoothing 5.


Nice numbers on CES's dyno! They're a good group and I'm excited to see how they progress with their shop car.


RE: 15:1 AFR at WOT --- that's definitely much leaner than norm even for a DI car; however.... getting an accurate AFR reading at the tips through cats and a stock exhaust, particularly one with valves can be problematic, in my experience. It's very possible the sensor is not getting an accurate reading due to positioning, etc..

AHP said:

It would be interesting to see the SuperFlow graph with the various correction factors/filters applied. The CF utilized on your graph is definitely the heartbreaker one. I have graphs from them in both "WhlPwr/WhlTrq" and "SAE HP/SAE TQ" both of which are much closer to Dynojet numbers (comparing the same car/setup), i.e., SuperFlow "SAE HP/SAE TQ" of 529.5/476.8 compared to 546.4/487.1 on a Dynojet using STD correction, Smoothing 5.


Nice numbers on CES's dyno! They're a good group and I'm excited to see how they progress with their shop car.


RE: 15:1 AFR at WOT --- that's definitely much leaner than norm even for a DI car; however.... getting an accurate AFR reading at the tips through cats and a stock exhaust, particularly one with valves can be problematic, in my experience. It's very possible the sensor is not getting an accurate reading due to positioning, etc..

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Oh yeah, CES is much closer to my house than Shift Fast or The Performance Factory. And with them having a Supra also, should be a bit easier to get stuff done. I also really like that they know the mechanicals, since they focus on BMWs.

Direct injection allows you to run different AFRs to standard port injection. You can run a lot closer to stoich without risk of preignition.

Would still be nice to see the AF graph read off a wideband before the first cat. The dip at 5000rpm is completely missing in this one. It is really hard to get reliable numbers off a divided exhaust too. Back when we had annual emissions tests in the Vancouver area, I would always get the techs to stick the probe in the drivers side of my twin pipe muffler. That one branched off the other side and is barely used under full throttle, aced that test every time lol.

But thanks for doing all the dynos Goose, those are some great numbers on the dynojet! I would quote these to anyone that asks over the C&D 425 one on the preproduction car. Now the question is can you pull off a 3.8 0-60

That's a pretty solid torque curve!

SupraFiend said:

Would still be nice to see the AF graph read off a wideband before the first cat. The dip at 5000rpm is completely missing in this one. It is really hard to get reliable numbers off a divided exhaust too. Back when we had annual emissions tests in the Vancouver area, I would always get the techs to stick the probe in the drivers side of my twin pipe muffler. That one branched off the other side and is barely used under full throttle, aced that test every time lol.

But thanks for doing all the dynos Goose, those are some great numbers on the dynojet! I would quote these to anyone that asks over the C&D 425 one on the preproduction car. Now the question is can you pull off a 3.8 0-60

That's a pretty solid torque curve!

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Iirc, I need to have gone more than 1200 miles foe LC to work, and I'll need to find a timing device.

Any suggestions for a timing tool? I've never looked into it, so I wouldn't know what I should look for.

Goose said:

Iirc, I need to have gone more than 1200 miles foe LC to work, and I'll need to find a timing device.

Any suggestions for a timing tool? I've never looked into it, so I wouldn't know what I should look for.

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Launch control? No you don't. I think That Racing Channel engaged it on their drive home and they were below 1200.

kona61 said:

Launch control? No you don't. I think That Racing Channel engaged it on their drive home and they were below 1200.

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Speaking of, they have a new video of it running quarter miles tuned.

kona61 said:

Launch control? No you don't. I think That Racing Channel engaged it on their drive home and they were below 1200.

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Hmm. I'll have to check it out then, see if I can get it going. I'm between 600 and 700 miles now.

C&D was only able to get 4.0 with the LC, they played with launching it manually to get the 3.8. Of course, we have seen other reviewers who managed 4.0 in really good conditions with the LC so their time should be repeatable.

These cars are direct injection and are indeed run lean from the factory. we post this in our build thread. But Here, feel free to check out a stock log from our LE.......

https://datazap.me/u/twistedtuning/...0&data=2-3-8-17-20-21-22-23-24-25-26&mark=125


Also, if you're going to run an AFR in the 11s on this engine you're just wasting fuel. You guys will need to get out of the Port injected mindset

We should have numbers for our tune soon to post. We dont do "stage" tunes. We are a custom tuning company and tune each car to the extent of its mods and owners wishes. So stay tuned to see what these engines and cars can really do

BRX said:

The high torque is due to it being in 5th (1.3:1) gear not 6th (1.0:1). A simple rough calculation converting the ratios would give about 330lb.ft of torque...

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That's not how chassis dynos work. You'll get about the same HP and Torque figures at the rear wheel in every tested gear on a chassis dyno because the dyno ""knows" engine RPM, tire velocity and static roller weight (inertia chassis dynos). While torque converters can create some anamolies, this can be directly observed in vehicle's equipped with manual transmissions.

People would be recorded drive wheel torque in the 3,000 ft-lb plus range I new Surpas (dyno'd in first) if torque output represented torque at the tires due to gearing ratio multiplication.

Testing in the 1:1 ratio for any vehicle is considered protocol because it helps established a consistent database.

In theory, lower ratios (especially below 1:1) can be expected to yield ever so slightly LESS peak HP and torque figures because they exhibit greater frictional losses.

Those who've tested their (same) vehicle in various ratios on the same day on the same dyno (inertia in particular) know this to be true through first hand experience.

Yeah, we did it in 6th at Performance Factory, and 5th, and the numbers were essentially the same. Only difference is the speed, and how long the run takes.

Fat powerband. Wonder how much capacity is left in the stock fuel system.

Put down 500whp today at like 546trq. 100 octane and e85 blend on Boostlogic downpipe and Bootmod3 custom tune