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A few points:
Please don't compare an EcuTeK retuned ECU (or MRT power parts) to other performance options by power and torque figures only.
Often a dyno graph only tells half the story.
Dyno results are effected by many things:
Some dyno cells simply don't flow enough air across the bonnet to allow constant repeatable power runs, and this causes the Top mounted Intercooler simply to heat soak and over heat and this can increase inlet temps!
For handy web data on the Metric system of units refer here http://www.simetric.co.uk/sibasis.htm
Take for example the Subaru B4 Twin Turbo, depending on the dyno its tested on will have a large impact on the mid range turbo change over point.
On a rolling road where the inertia is high, (such as A dyno dynamics Dyno http://www.dyno.com.au/) the Torque and power dip is shown to be much less, however on a hub type Dyno Such as the Dyna pack the dip looks worse.
This is because the Hub dyno is more repeatable and responds faster to torque and power change than a rolling road dyno.
(the reciprocating parts and their mass are less)
Based on this the B4 dyno plots on the MRT Dynapack Dyno shows a huge dip on high power B4's, however when you drive the car this is almost impossible to feel.
Another important point is rolling road dyno's can not measure real "Torque" as measured in Nm, they work on "tractive effort"
A hub dyno will also show torque at the wheels. (to get Flywheel torque simply divide the figure by the final drive ratio, often a number close to 4)
Often displayed in Kw, or HP, or in Japan in PS.
Don't be fooled by big power numbers high in the RPM range
Some people like peaky high power cars.
But a TRUE fast car will have high Torque and a Torque curve that is very flat.
Also a car that has an early high power figure may suffer power loss due to a drop in boost, a restriction in the air flow, like turbo, poor exhaust design, or bad airfilter or small catalytic converter.
WHAT TO LOOK FOR