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      03-23-2018, 05:23 PM   #67
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Quote:
Originally Posted by DINMANN View Post
First dyno for our 2018 BMW F90 M5

We chose an unbiased company to the BMW community specializing in all wheel drive vehicles.

EVASIVE Motorsports in Santa Fe Springs Ca, uses the “Heartbreak” Mustang dyno which reads “real load” conditions as we figure the more popular Dynojet will be posted and want to give the enthusiast the most realist “upfront” information just like our Carbon Fiber products.

We did 6 pulls 3 with AWD and 3 with RWD, we will post dyno jets at later.

450 RWHP/481 RWTQ
471 AWHP/509 AWTQ


Also known as the HEARTBREAK DYNO 10-12% lower number than Dynojet.

Mustang Dynamometer is the most accurate and reliable dyno because it provides real-world loading and precise control.

Now for bragging rights Dynojet is THE MOST POPULAR DYNO IN THE US. This is why we stared with Mustang. I’m sure a Dynojet run will be up soon but for now we try to have this up for u all to see.

Eventually we will run on a Dynojet as well with higher number and for the cherry on top, Dynojet is still lower numbers than the flywheel 15-18%

they had 2 air fans on the front of the car, and it was cold and raining outside. I hope next week we can also do the dynojet as well.
after that, we have to get back to work and have full aero for this car.
the plan is to have it ready for bimmerfest may 26th 27th here in LA.

please dm me if any one needs any more info.
thank you cannan
More videos coming soon.


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      03-23-2018, 05:45 PM   #68
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This car is making alot more than 470whp to trap almost 130 at its curb weight.
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      03-23-2018, 06:16 PM   #69
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Damn Noobs!

This is a Real* Mustang Dyno!
In short, My M6 f12 with Catless DP, Intake and Tune (23psi) made 533whp on a mustang Dyno and did 683 on a dynojet.

Car dynoed very strong WHP numbers.

Also... that torque looks funny... so max torque is 1-3k lol... if tuned lol... I don't see to much hope for this car with bolt on and Tune lasting to long.
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      03-23-2018, 06:25 PM   #70
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I'm convinced that chassis dyno tests performed by aftermarket companies are quickly becoming obsolete.

The VW diesel scandal showed the challenges: the ECU recognized that it was in the dyno and ran a different calibration.

I believe that so many factors are taken into consideration today that a cars power output cannot be measured simply and assumed to be consistent and representative on a dyno.

For example, maybe this M5 wasn't getting enough cooling air and dialed the tune back. Maybe the car detected some conflicts between various sensors because it wasn't actually moving.
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      03-23-2018, 06:33 PM   #71
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Quote:
Originally Posted by vtknight View Post
Quote:
Originally Posted by DINMANN View Post
First dyno for our 2018 BMW F90 M5

We chose an unbiased company to the BMW community specializing in all wheel drive vehicles.

EVASIVE Motorsports in Santa Fe Springs Ca, uses the “Heartbreak” Mustang dyno which reads “real load” conditions as we figure the more popular Dynojet will be posted and want to give the enthusiast the most realist “upfront” information just like our Carbon Fiber products.

We did 6 pulls 3 with AWD and 3 with RWD, we will post dyno jets at later.

close up video's are in the work, well post more later, this is just from my phone.
Great info! Normally the "heartbreaker" is a Dyno Dynamics dyno - but Mustang dyno's do read about 6-8%ish lower than Dynojets on average in my experience. Of course all of this can be configured to read whatever you want. Do you know the correction factor used?

That said - for a Mustang dyno - these are fairly strong numbers. I will guess these cars are around 540-550ish whp on the Mustang dyno and 575-600 WHP on the Dynojet for the MPH they are producing.

Subscribed!
Mustang Dynos are 12-15% lower than dynojets.
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      03-23-2018, 06:37 PM   #72
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I read the first page, and jumped to the fourth page.

Still arguing about meaningless shit.
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      03-23-2018, 06:44 PM   #73
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Quote:
Originally Posted by Racer20 View Post
I'm convinced that chassis dyno tests performed by aftermarket companies are quickly becoming obsolete.

The VW diesel scandal showed the challenges: the ECU recognized that it was in the dyno and ran a different calibration.

I believe that so many factors are taken into consideration today that a cars power output cannot be measured simply and assumed to be consistent and representative on a dyno.

For example, maybe this M5 wasn't getting enough cooling air and dialed the tune back. Maybe the car detected some conflicts between various sensors because it wasn't actually moving.
Very good point there.
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      03-23-2018, 06:57 PM   #74
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Quote:
Originally Posted by ARC550 View Post
Damn Noobs!

This is a Real* Mustang Dyno!
In short, My M6 f12 with Catless DP, Intake and Tune (23psi) made 533whp on a mustang Dyno and did 683 on a dynojet.

Car dynoed very strong WHP numbers.

Also... that torque looks funny... so max torque is 1-3k lol... if tuned lol... I don't see to much hope for this car with bolt on and Tune lasting to long.
Noobs eh? Lol. First - dyno's can be configured to read however they are setup. In general on equal settings - yoibarent seeing a 22% difference like the numbers you just posted. Dyno dynamics (heart breaker) maybe compared to a happy Dynojet.

Car did not dyno very strong numbers for a 127-129 MPH Trap speed. Also WHP should have read higher than WTQ. The test is odd for multiple reasons.

Last edited by vtknight; 03-23-2018 at 07:03 PM..
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      03-23-2018, 07:02 PM   #75
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Quote:
Originally Posted by F80Bowman View Post
Mustang Dynos are 12-15% lower than dynojets.
There have been entire articles written on the conversions - and there is no exact number. It all depends how each dyno is configured.

I can only tell you from personal experience the differences on my car were about 6% between Mustang to Dynojet. I have seen as high as 10% - but upper end is usually 8% on average.
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      03-23-2018, 07:06 PM   #76
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Quote:
Originally Posted by Racer20 View Post
For example, maybe this M5 wasn't getting enough cooling air and dialed the tune back. Maybe the car detected some conflicts between various sensors because it wasn't actually moving.
This is a huge factor and is often (one of) the culprit(s) when you see top end power take a massive nosedive. Most shops have one slow moving fan that barely pushes 20mph worth of air and that is enough to cause IATs and coolant temps to rise quickly during a dyno pull. The video seems to indicate that this dyno run was done without any fan at all.

Their estimation of the Mustang reading about 12% lower than a Dynojet is spot-on in my experience but I think the car would put down more power if fed a supply of fresh air like it would encounter in a real acceleration run. These new ECUs work very quickly to dial back power when they sense IATs rising.
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      03-23-2018, 07:07 PM   #77
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Quote:
Originally Posted by TheVazha View Post
I read the first page, and jumped to the fourth page.

Still arguing about meaningless shit.
Why comment about something you don't care about lol?

While I agree dyno's are just tools for before and after mods - and Trap speed is the only true test - I am interested to see how much BMW is lying about its HP figures. The fact that RWD tests only showed mid 11's at 123-124 - maybe it is close. We know AWD is the main reason for the quick ET. But 127-129 MPH traps - on magazine tests no less - are pretty strong for that advertised 600/533 numbers.
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      03-23-2018, 07:13 PM   #78
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Quote:
Originally Posted by Remonster View Post
This is a huge factor and is often (one of) the culprit(s) when you see top end power take a massive nosedive. Most shops have one slow moving fan that barely pushes 20mph worth of air and that is enough to cause IATs and coolant temps to rise quickly during a dyno pull. The video seems to indicate that this dyno run was done without any fan at all.

Their estimation of the Mustang reading about 12% lower than a Dynojet is spot-on in my experience but I think the car would put down more power if fed a supply of fresh air like it would encounter in a real acceleration run. These new ECUs work very quickly to dial back power when they sense IATs rising.
This is true - but unless it was very hot - where these tests took or they are hot from multiple pulls - I don't see it pulling that much timing for a 470 WHP pull. I don't agree with the 12% difference - again it is how the dyno is configured - but if you are right - that is a 526 WHP pull on a Dynojet and with 15% drivetrain loss - about 618 HP - which would work.

It still doesn't explain why WTQ is showing higher than WHP overall though - as the 509 WTQ with the same 12% conversion to Dynojet and the 15% drivetrain loss is 670 lb ft.
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      03-23-2018, 07:23 PM   #79
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What's the point of running the car before it's first service??? lol
To be the first to do something useless!
I guess everyone knows what power to expect during break in
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      03-23-2018, 07:40 PM   #80
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      03-23-2018, 07:46 PM   #81
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Did the OP actually answer any of the questions you guys asked about break-in and first service?
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      03-23-2018, 07:52 PM   #82
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Quote:
Originally Posted by classyfast View Post
Did the OP actually answer any of the questions you guys asked about break-in and first service?
Nope.
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      03-23-2018, 08:28 PM   #83
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What do you mean by what coding ? You want me to send you the cfd files off my car ?
Yes please, I'd love to take a look
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      03-23-2018, 08:58 PM   #84
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Quote:
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Originally Posted by classyfast View Post
Did the OP actually answer any of the questions you guys asked about break-in and first service?
Nope.
Purposely avoiding them!
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      03-23-2018, 09:05 PM   #85
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Complete your break-in period and complete your first service, then do another dyno session. My F10 M5 and M4 did not produce full power until my break-in service was completed.
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      03-23-2018, 09:24 PM   #86
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Quote:
Originally Posted by vtknight View Post
This is true - but unless it was very hot - where these tests took or they are hot from multiple pulls - I don't see it pulling that much timing for a 470 WHP pull. I don't agree with the 12% difference - again it is how the dyno is configured - but if you are right - that is a 526 WHP pull on a Dynojet and with 15% drivetrain loss - about 618 HP - which would work.
Airflow on modern cars is highly optimized, especially on a turbo car. I know of one particular sports car that would not survive the OEM's track durability requirement with the grill badge logo in place, so they removed it in production for additional cooling air and it passed. Pulling that much power to protect the engine is definitely within the realm of possibility in an extreme situation like this.


Quote:
Originally Posted by vtknight View Post
It still doesn't explain why WTQ is showing higher than WHP overall though - as the 509 WTQ with the same 12% conversion to Dynojet and the 15% drivetrain loss is 670 lb ft.
I mean, look at the dyno chart. The torque peaks really low and drops sharply after 3000rpm. No torque at high rpm means the peak power will be low. There is clearly something going on with that car or test procedure. Either the car isn't working right or something in the ECU is pulling power because its on a dyno.

Are the reported numbers corrected in any way? If it was cold and rainy, they the numbers would likely be corrected down. I believe the F80's ECU corrects for atmospheric conditions itself though to guarantee rated power under all conditions (I would assume the F90's would do the same). So if the ECU is correcting the power level and the dyno operator applies another correction factor, the final number will over-corrected downward.
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      03-23-2018, 09:26 PM   #87
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The torque plot makes no sense. Must either be the wrong graph or the dyno run didn't work. Would take these results with a grain of salt.
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      03-23-2018, 09:43 PM   #88
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Car and Driver and Road&Track both got 10.9 quarters.
Marketing!
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