[clg82]

Originally Posted by CalgaryZL1

With the road course scenario, coming out of a corner that’s where I think torque comes in?

I think IMO, there is a difference between actual HP and "usable" HP on road tracks...but I may be wrong.

[Smokin19]

Originally Posted by Joshinator99

Load bearing “Mustang” dynos are more accurate than inertia drum “Dynojet” ones in my experience. Dynojet numbers are always higher, so most guys like to use them for bragging rights. But the tune is generally lean once you get to the track. So I only use load bearing dynos for that reason…when I get to the track my tune is pretty much spot on, and I can back up my dyno number with a correlating improvement in trap speed. Furthermore you should be able to match up MAF airflow to estimated crank HP and then to measured WHP.

For example, my car reads 123 lbs/min of airflow on the MAF which is generally around 1230 HP at the crank. At 15% drivetrain loss, that’s 1045 WHP. My car actually dynoed 1059 WHP, so well within the margin of error.

Correct. My numbers would be 6-8 % higher on a dynojet but, I believe would not be as accurate. The term "heart breaker" usually comes from those on a Mustang dyno. Comparing before and after on the same dyno like the Mustang gives the builder a good idea of the increase of power and is used as a tuning tool.

[Joshinator99]

Originally Posted by CalgaryZL1

So load bearing Dino’s are where you remove your wheel and attach the unit directly to your axle?

That’s a hub dyno so slightly different. Given that there are no tires contacting the ground I’d guess those reading are a tick higher than a typical chassis dyno since there is no tire slippage(but likely still not higher than Dynojet). Sorry I don’t have any hub dyno experience but do know that tire slippage on the dyno is a very real thing…can be a major PITA. When I had back seats I would sometimes sit in the back to try and give car more weight in the back to improve traction.

Originally Posted by clg82

When you say track are you specifically talking about 1/4 mile straight line or road courses? With that being said how much HP is too much HP if you're strictly doing road course racing?

1/4 mile drag racing is obviously easiest since you’re always running the exact same distance so you can directly compare trap speeds. But if you run the same course consistently then I’m sure you could compare speeds on the straightaways. I’m not a road course guy, but if you have more power than you can reliably put down out of the corners then that’s an obvious problem. Other thing is you need to be able to scrub down that newfound speed before the corner…! I’ll let the road course experts chime in here.

[Z OH 6]

Originally Posted by CalgaryZL1

Great explanation, that’s why the Camaro can easily break loose with the wide tire they come with. I guess that’s why I love the torque of the LT engines

Torque matters a lot less if gearing is applied correctly. HP ultimately wins races.

[Big Swole]

Race Weight

1/4 Strip

Trap speeds

Good HP Calculator


Get your answer...


My old truck dyno'd 1053 WHP on the DynoJet at Garmon's.

Ran it at the track and got the Weight & Trap speeds.... Calculated 1044 WHP


Very Very Close to the Dyno confirmed numbers...

[KingLT1]

Originally Posted by Z OH 6

Torque matters a lot less if gearing is applied correctly. HP ultimately wins races.

Yep...Coyote and A10 is a prime example.

However Torque is more fun on the street. Nice being able to torque around without needing to rev the piss out of the motor.

[Joshinator99]

Originally Posted by Z OH 6

Torque matters a lot less if gearing is applied correctly. HP ultimately wins races.

Agreed! Otherwise diesel trucks would be smoking us lol.

Originally Posted by KingLT1

Yep...Coyote and A10 is a prime example.

However Torque is more fun on the street. Nice being able to torque around without needing to rev the piss out of the motor.

Very true. Coyote and A10 is quite the match…always in the powerband and traction is less of an issue on that platform.