We design and test all of our Cold Air Intakes using a chassis dynamometer. In this post I’ll talk a little about how we test our products on the dyno for power.

Our dyno numbers are obtained on our in house MD-1250 chassis dyno, using one of our many company cars, or a donor car from a volunteer. It is important to know that dyno numbers are relative, and should be used as a reference or as an indicator, especially since most people don’t have the opportunity to run their vehicle, repeatedly, on a dyno.

There are many factors that can cause dyno numbers to appear too big, or too small. It is important to know these factors and consider them when using dyno numbers. The best use for dynos is in tuning a particular vehicle which is why all race teams use them, and to get optimum performance from your vehicle, it is best to use a dyno as well. many companies in the after market will quote or publish dyno numbers and use those numbers as a means to sell their products. This is fine as long as everyone is upfront and honest about what those numbers actually mean. There are literally an infinite number of variables each one of which has an effect on the dyno numbrs obtained. Keep these variables in mind when you hear of a company that “guarantees” their horsepower dyno figure. The fact of the matter is, they can’t guarantee any number to any person because they haven’t had that persons car on their dyno. Why? because of all the variables.

Here are just a few of the variables that should be considered:

1) Variations between identical cars. Even if you took two identical vehicles fresh off the assembly line, and tested them identically, side by side, there would be differences between them. This is because of tolerances in assembly, multiplied out over hundreds of parts. In order to get two or more identical vehicles, they must be entirely blueprinted. This is extremely laborious and only done in cases such as the IROC race series.

2) Weather and location play a big part in variances. Temperature, humidity, barometric pressure, and altitude all contribute to results that will never be the same, as the odds of achieving the exact combination of identical conditions is virtually impossible, the odds would be in the millions.

3) Variations between dynos themselves. Dynos manufactured by different companies areis very different in their design and operation, as well as how they are set up. Even identical dynos in the same location, under the same conditions, would need to be calibrated at the same time in order to achieve similar results. And differences between different dyno manufacturing companies are significant.

4) Dyno operators. Like drivers, every one has a slightly different style and follows different methodologies in order to obtain results. No two are the same.

5) Dyno methodologies. Hood open or closed? External Fan? How big? What volume? Number of runs? Time between runs?

6) Variations in vehicles. The following must be considered as items that would make a difference in dyno results; tire size, inflation pressures, rear end gear ratio, transmission type, oil viscosity, vehicle age, radiator size, cooling liquid type and age, rear end fluid, transmission fluid, clutch type and clutch wear, fuel – type and age and so on.

It is very easy for dyno numbers to be created to suit the purpose of the creator, just by manipulating a few of the above variables, even slightly.

This is why dyno numbers and results should be taken “with a grain of salt”. They should be used for reference only, and only considered when the testing procedures and parameters are clearly spelled out.

Thanks,
Amir Rosenbaum #86

Good airflow feeds horsepower- something Spectre Performance has learned first hand through rigorous real world testing on the dyno, salt flats, and race tracks across the country in their quest to develop the best induction systems in the industry for modern muscle cars. Their latest innovation is a bolt-on Cold Air Intake Kit designed specifically for 2005-09 Mustangs.

While Ford engineers were forced to design a cost-conscious intake quiet enough for the civilian driver, Spectre engineers used an in-house dyno and flowbench to develop the highest flowing system possible. The sweeping, high-flow design provides allows the 3-valve 4.6-liter to inhale easier. As a result, the Spectre ProFab Modern Muscle intake creates an impressive 18 horsepower increase on a stock 4.6 liter GT, as well as an overall increase in torque and acceleration throughout the entire RPM range.

This Spectre ProFab Modern Muscle Cold Air Intake uses a high-quality polished aluminum intake tube, a high-flow washable reusable hpR cotton filter backed by an unlimited lifetime warranty and a powdercoated heat shield to block underhood radiant heat. All necessary brackets, adapters, hardware, and complete step-by-step instructions to make installation easy are included.