this thread is full of and

to the OP, congrats on the new CR!!

what are the main differences in the "sport exhaust"?

 

I got on that dyno and just started running. I dyno'd at 4HP

 

The sport exhaust is a single pass design, the stock exhaust is a twin loop design.

 

AP2's put down those numbers and its not because its DBW. The ecu tunes are different and its a 2.2L. Most of the atlanta guys run K&N FIPK intake because it flattens out your torque curve and gives you 160ft lbs of torque @ 2300 RPMs!!! (with an emanage ultimate) this also allows for 251 RWHP too. So stop the bitching and grow up guys lol Honda made the AP2's more powerful *shrug* so that means AP2 > AP1!!! MUAHAHAHAA

 

But then people would quit going there since they know they won't dyno as high.

I don't believe any of the plots that come out of Churchs.

 

Regardless of the numbers, in teh long run, the % gain via tuning is what i'm more interested in, and Shawn's reputation as a tuner is more than enough to offset high dyno readings in my mind.

 

Do you know the differenecs between the Dynapack, and anyother regular dyno?

There is some ignorance in this thread.

 

160lbs torque at 2300 rpm? loll hard to believe and its sad anybody would brag about 160lbs of torque in the first place.

 

Except DBW never suffers from a loose throttle cable. Though for that 10% of drivers who pay attention to their cable and keep it adjusted without slack, there is no difference.

 

How does the Dynapack work?

The theory of operation and the implementation of that theory is actually fairly simple. It took several years and a lot of hard work however to make our dyno as simple as it is today. The hubs of the vehicle are directly attached to hydraulic pumps. We can apply a variable but precise load with all of the potential holding power that hydraulics possess. Simultaneously, we are monitoring pressures and measuring hub RPM, so we can determine the amount of work being performed. It sounds easy until you realize that all of these calculations are very complex and are happening very quickly. Add to this, all of the data logging functions and real-time full-color graphics that are also being calculated and you begin to realize that what appears to be simple is actually very complex. Being the best is never easy. Traditionally, most serious engine builders have thought that chassis dynamometers were inferior to the results you could obtain from a quality engine dyno. We have effectively attached engine dyno style load cells to the axles, so we now have the type of precision and repeatability normally associated with an engine dyno, but with the convenience and benefit of having the engine operate in its natural environment - which has enabled many of our customers to see better results than they were getting on their engine dyno.

How is a Dynapack different?

The first and most obvious difference is the elimination of the tire to roller interface on a conventional roller dyno. The Dynapack eliminates this variable by using a hub adapter that provides a direct coupling to our Power Absorption Units. There can be no tire slip, no rolling resistance, and no chance of the vehicle coming off of the dyno at high speeds. Notice that we call this a variable. Sometimes it may be a problem area, other times it may not. Tire temperature, pressure, traction, etc, are all variables that can change - not only from run to run, but during the run as well. Throw an unknown variable like this into the equation and your data has now become subject to a potentially high margin of error. It is obviously better if these variables could be eliminated - which is exactly what we have done. There are other associated problems with the roller method as well. Take tie-down straps for example. Most roller dynos use ratcheting tie-down straps to attempt to hold the vehicle in position while being tested. If the straps are cinched down tightly, the tire has become loaded even further, in an unpredictable manner. While this may be good for enhancing traction, it changes the rolling resistance of the tire - skewing the data further. Since these tie-down straps aren