Need 85D volunteer in Sacramento area for a dyno test......

Need 85D volunteer in south or east Bay Area

This is for an 85D, not a P85D.

I will pay for the dyno session.

If interested, please PM me.

I previously posted for a Sacramento volunteer but the business that had the AWD dynojet in that area is out of business.

 

Changed location from Sacramento to the Bay Area.

 

If you like. The volunteer can also do as they like with it. If I post it I'll keep the volunteer anonymous if they prefer.

 

That dynojet model *could* be used to measure hp of an AWD Tesla but only if it has the optional Linx system which physically links both drums together with a belt. You can't dyno an AWD Tesla and have each axle spin at different speeds because the traction control system will kill it. I called Dynojet and had a 14 minute discussion with an engineer there about the suitability of using the 424xlc2 and it would need the optional Linx system in order to use it on an AWD Tesla. Most 424xlc2 have this system because you can't dyno most modern AWD cars without throwing errors and triggering the traction control.

The Mustang MD-AWD-500 already synchronizes both drums with a belt. The front roller is not a dummy roller:

AWD DYNAMOMETERS | Mustang Dynamometer Home: Chassis Dynamometer and Engine Dyno Experts; Dyno and Dynamometer Manufacturer

"To achieve this, Mustang’s AWD-500 Series incorporates an internal drive system that synchronizes the front and back rollers to simulate a flat, dry road condition. Synchronization, or linkage, insures that the front and rear rollers are always spinning at precisely the same road speed. This process eliminates the possibility of activating a vehicle’s traction control system and also insures that a vehicle’s torque management system is operating under the assumption that the vehicle is not skidding, turning or slipping."

I spoke with an engineer at Mustang Dyno for 8 minutes on this subject and the suitability for using this model of dyno to measure an AWD Tesla. You can also use the AWD-500 to test a front wheel drive or rear wheel drive car as well and is the right way to do it if you don't want to pull fuses or disable traction control systems.

The *one* dyno of a P85D showing only 413hp seems very suspect. My own VBOX runs are showing closer to 500hp. The P85 run you quoted was on a Dynojet. It's pretty well known that Dynojets tend to report high and Mustang dynos tend to report low. However, the P85 you quoted was done on a Dynojet. Dynojets and Mustang dynos are well know to produce different results with Dynojets measuring high and Mustang Dynos measuring low. I've experienced this myself with a tuned 300zx Twin Turbo going from a Mustang Dyno to a Dynojet on the same and seeing a 10% difference between the two running the same boost.

That said, I plan to do this with both brands of dynos. The one 424xlc2 in Sacramento was at Wyotech, but they're now closed. There are 3 more in southern California, but I need to call the facilities that own them and make sure they're willing to do AWD Teslas before I call for a volunteer down there.

 

The MW-AWD-500's front and rear rollers are linked together with a toothed belt so they act as a single unit as if it were the ground. The PAU doesn't care how much force is applied to each roller. It could be front wheel only, rear wheel only, or AWD.

If you were going to test a 4wd drive car, then you couldn't use this dyno. You'd have to use the Dynojet *without* the Linx system connected. 4wd drive cars lock their transfer cases and diffs to keep all 4 wheels synchronized, but slight differences in wheel/tire diameter would force them to be out of sync just slightly and you'd get massive skipping. This is why you can't drive a 4wd car in 4wd mode on dry pavement. In this case, you need two drums that are not linked each with their own PAU.

I asked the engineer I spoke to about this because I've seen this assertion made before. He said this was completely inaccurate. The drums are linked together like the ground is linked together. If what you said were true then the ground would also ignore the front wheels.

You have your scenarios when you can use a dual drum system not linked with their own PAUs vs a linked system with a single PAU backwards.

Also, if what you said were true, then an 85D will measure WAY less hp than the P85D on the same dyno. And I guess we'll just have to wait and see if that's true

I do plan to do this on both brands.

 

Also, I'll just re-iterate, when I do this on the Dynojet, the Linx belt system that physically links the two drums must be engaged. If it weren't, then front and rear would be allowed to turn at different rates which would not be like driving on the ground.

 

Actually, even if the weaker cyclist adds any force, they will go faster than if that cyclist doesn't add force. Now if the front cyclist isn't willing to pedal as *fast* as the rear cyclist, then the front cyclist wouldn't be applying any force. If what you are saying is true, then the front wheels of the D would have to not be applying any force because the rear wheels are trying to turn faster than the front wheels are willing to. If what you said were true, then the ground would ignore the front wheels as well which we're pretty sure that isn't happening. Linking the two drums together is like driving on the ground. Riddle me this. If instead of two drums physically linked as one with a tooth belt we had a conveyer belt instead, do you think the front of the conveyor would ignore the front wheels??????

As far as the two brands measuring differently? Well that *is* likely because Mustang Dynos have a reputation for measuring lower than Dynojet dynos by about 10%.

 

See the PM I sent you.

 

I'll PM you.