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  1. #1



    Performance Graph also known as Dyno Graph, Dyno Run, Dyno Chart, Performance Curve, Power Graph, Power Curve, Power and Torque Curve and Dyno Curve are many names for essentially the same thing ? a document stating how an engine or powertrain performs, in terms of producing power and torque, under a given condition.


    All published tests have been conducted in a laboratory at RRI?s facility south of Stockholm Sweden. The R&D board of Rototest Research Institute is convinced that RRI?s test results is to become a world-wide standard for vehicle Powertrain Performance? measurements and Performance Graphs. The Certificates of Performance are proudly produced with the highest quality level with the possibility to be verified by performance professionals around the world.

    Scientific usage of ROTOTEST chassis dynamometers

    The chassis dynamometer is the key element for producing Powertrain Performance? measurements and respected Performance Graphs. Rototest Research Institute has scientific demands on all published measurements and the dynamometer has to produce correct and non-disputable results. For more information about the dynamometer equipment please visit

    The same test conditions

    To produce comparable and repeatable measurements it is of importance that the test conditions are kept the same. Rototest Research Institute has a strict demand on test cell cooling capacity. The ROTOTEST dynamometers produce a strong airflow in accordance to the absorbed load. For ?after-cooling? (no load and/or speed on the dynamometers) and for additional airflow, electrical fans are used. Dedicated electrical fans are used for intercoolers.

    Powertrain Performance definition

    Rototest Research Institute defines Powertrain Performance? as the engine performance reduced by the losses through the drivetrain (transmission, differential, joints, etc). Simplified - Powertrain Performance is the performance available to the wheels.


    The dynamometer measures drive wheel torque [Nm, lb-ft, kgm] and drive wheel speed [1/min (rpm)] (and/or engine speed [1/min (rpm)] where applicable). The physical relationship between Torque, Speed and Power is that torque times speed results in power. The equation using SI units is:

    P = M x w

    P is power, expressed in W
    M is torque, expressed in Nm
    w is angular velocity, expressed in rad/s

    Approximate equations

    To allow easier calculation there are a number of approximate equations available of which a few are presented below. The equations will introduce a small error as they are using a limited number of decimals and should not be used other than when approximate values are enough.

    kW / Nm

    Power [kW] = Torque [Nm] x Speed [1/min] / 9549

    Torque [Nm] = 9549 x Power [kW] / Speed [1/min]

    PS (metric hp) / Nm

    Power [PS] = Torque [Nm] x Speed [1/min] / 7019

    Torque [Nm] = 7019 x Power [PS] / Speed [1/min]

    bhp (imperial hp) / lb-ft

    Power [bhp] = Torque [lb-ft] x Speed [1/min] / 5252

    Torque [lb-ft] = 5252 x Power [bhp] / Speed [1/min]

    1 kW ≈ 1.34 bhp (imperial hp)
    1 kW ≈ 1.36 PS (metric hp)
    1 bhp (imperial hp) ≈ 1.015 PS (metric hp)
    1 lb-ft ≈ 1.36 Nm
    1 Nm ≈ 0.735 lb-ft

    Performance Graphs (torque and power) always have the relations above. Graphs that do not (regardless of whether they are called Performance Curves, Power Graphs, Power curves, Power and Torque Curves, Dyno Runs, Dyno Graphs or Dyno Curves) fulfil these relations are based on bad measurements and/or bad ?after adjustments? and may indicate intentional disinformation.


    To address why Powertrain Performance should be measured, Rototest Research Institute has published a White Paper where Powertrain Performance measurements versus engine performance is discussed. The paper also includes statistical data where stated engine performance is compared to powertrain performance. [more...]

    Test results - Rototest Certificate of Performance

    Page one: Performance Graphs with drive wheel torque and wheel power. Stated engine performance is in some cases presented for comparison.
    Page two: Background information. Power and torque corrections for spark ignition naturally aspirated gasoline engines are made according to ISO 1585 standards. Non-corrected measurements values are always present; an important quality feature to allow others to judge the significance of the presented corrections.

    Modern computer controlled engines have the possibility to self-correct for ambient conditions (increase, decrease power). This is especially true for forced induction (turbo, compressor, etc) equipped engines where the boost can be controlled to absolute levels (instead of relative). Applying a correction on engines with a self-correction feature is incorrect and is not allowed according to the standard.

    ISO 1585 correction formula
    fc = ( 990 / p )1.2 x (( T + 273 ) / 298 )0.6

    fc is the correction factor applied to power and torque
    p is the dry absolute atmospheric pressure, expressed in mbar
    T is the inlet air temperature, expressed in °C

    8 mbar higher atmospheric pressure ≈ 1% more power
    5°C lower inlet temperature ≈ 1% more power

    Background information
    Background information parameters include

    Atmospheric pressure [mbar]
    Ambient temperature [°C]
    Air relative humidity [%]
    Engine inlet temperature [°C]
    Engine oil temperature [°C]
    Engine speed [rpm]
    Measurement time [s]

    Torque presentation

    Torque is presented as total drive wheel torque divided by the total transmission reduction (i.e. the gear ratio times the final reduction ratio)
    Additional test information
    - All tests are performed with a warmed up test vehicle drive train.
    - All unnecessary electrical consumers are switched off.
    - AC and power steering is not in use.
    - Brakes are controlled for dragging (the wheels are removed).
    - All tests are performed with the engine hood open.

    Stated engine performance

    Where applicable is the Engine Performance plotted together with the Powertrain Performance in the Performance Graph as a comparison. The source of the stated engine performance is always declared. The source is commonly the auto manufacturer, a respected motor magazine, an engine tuner or the supplier of performance part(s).
    Injection is good,but I'd rather be blown!

  2. #2

    Opel Astra GTC 2.0

    Stated engine performance

    Engine power 147 (200 / 197) kW (PS / bhp) at 1/min 5400
    Engine torque 262 (193) Nm (lb-ft) at 1/min 4200

    Powertrain performance

    Wheel power 142 (192 / 190) kW (PS / bhp) at 1/min 5420
    Total wheel torque / total reduction 262 (193) Nm (lb-ft) at 1/min 5007

    Discrepancy (measured/stated)

    Power / Torque -4% / 0%
    Injection is good,but I'd rather be blown!

  3. #3

    Opel Vectra GLS 3.2 V6 Aut

    Stated engine performance

    Engine power 155 (211 / 208) kW (PS / bhp) at 1/min 6200
    Engine torque 300 (221) Nm (lb-ft) at 1/min 4000

    Powertrain performance

    Wheel power 140 (191 / 188) kW (PS / bhp)at 1/min 6400
    Total wheel torque / total reduction 266 (196) Nm (lb-ft) at 1/min 4000

    Discrepancy (measured/stated)

    Power / Torque -9% / -11%

    Injection is good,but I'd rather be blown!

  4. #4

    Vectra 2.2 Elegance

    Stated engine performance

    Engine power 108 (147 / 145) kW (PS / bhp) at 1/min 5600
    Engine torque 203 (150) Nm (lb-ft) at 1/min 4000

    Powertrain performance

    Wheel power 96 (131 / 129) kW (PS / bhp) at 1/min 5596
    Total wheel torque / total reduction 187 (138)Nm (lb-ft)at 1/min 4212

    Discrepancy (measured/stated)

    Power / Torque -11% / -8%

    Injection is good,but I'd rather be blown!

  5. #5

    Signum 2.0t

    Stated engine performance

    Engine power 129 (175 / 173) kW (PS / bhp)at 1/min 5500
    Engine torque 265 (195) Nm (lb-ft) at 1/min 2500

    Powertrain performance

    Wheel power 119 (162 / 160)kW (PS / bhp)at 1/min 5270
    Total wheel torque / total reduction 257 (189)Nm (lb-ft)at 1/min 2605

    Discrepancy (measured/stated)

    Power / Torque -8% / -3%

    Injection is good,but I'd rather be blown!

  6. #6

    Opel Zafira 2.2 Elegance

    Stated engine performance

    Engine power 108 (147 / 145)kW (PS / bhp)at 1/min 5800
    Engine torque 203 (150)Nm (lb-ft)at 1/min 4000

    Powertrain performance

    Wheel power 98 (134 / 132)kW (PS / bhp)at 1/min 5601
    Total wheel torque / total reduction 187 (138)Nm (lb-ft)at 1/min 3997

    Discrepancy (measured/stated)

    Power / Torque -9% / -8%

    Injection is good,but I'd rather be blown!

  7. #7

    Opel Meriva 1.6

    Stated engine performance

    Engine power 74 (101 / 99)kW (PS / bhp)at 1/min 6000
    Engine torque 150 (111)Nm (lb-ft)at 1/min 3600

    Powertrain performance

    Wheel power 66 (90 / 88)kW (PS / bhp)at 1/min 5993
    Total wheel torque / total reduction 136 (100)Nm (lb-ft)at 1/min 3390

    Discrepancy (measured/stated)

    Power / Torque -11% / -10%

    Injection is good,but I'd rather be blown!

  8. #8

    Opel Commodore 3.0 -70 *

    Powertrain performance

    Wheel power 203 (276 / 272)kW (PS / bhp)at 1/min 7537
    Total wheel torque / total reduction 287 (212)Nm (lb-ft)at 1/min 6003

    Injection is good,but I'd rather be blown!

  9. #9
    Generalno, mjerenja fizickih velicina su vrlo neprecizna. Ko je studiro kakav tehnicki faks u kojem je imao predmet "Mjerenja u/i ..." zna o cemu pricam.

    Bez obzira na pomenuto, krupan nedostatak prikazanog nacina mjerenja snage/momenta motora je sto se isto ne mjeri na vratilu motora nego na tocku. I sam proizvodjac to navodi, ali koja je onda svrha uporedjivanja podataka dobijenih mjerenjem i fabrickih podataka motora?

    Za kretanje automobila je najvazniji moment razvijen na tocku, ali automobil gura sila, a ne moment. Sila je moment na tocku/R tocka. Medjutim, postoji i druga sila koja djeluje u suprotnom pravcu, a to je sila otpora vazduha. Rezultanta ove dvije sile nam daje silu koja ubrzava auto.

    Koje je onda poenta gornjeg mjerenja? Da bi uporedjivali performanse dva razlicita automobila? Ocito ne, jer to zavisi od puno vise parametara kojima se prikazano mjerenje ocito ne bavi.

    Sve sto prikazano mjerenje moze ponuditi je poredjenje 2 konstrukciono ista sistema, ili jednog istog sistema prije i poslije tuniranja. Taman sve mjerene velicine bile savrseno tacne.
    es-tu diabolique... ou divin?

  10. #10
    sad mi nista pametno ne pada na pamet da ti odgovorim, trenutno ucim nesto sasvim suprotno od tehnickog...ali

    cu ti odgovoriti ovako...

    Cista provera da ih/te/me/nas ********ju mi/vi/oni tipa ova/ono/to ti daje 30+ konja i 156 hiljada Nm odma cim ugradis a ni ulje ne moramo da ispustamo...

    aj smislicu nesto pametnije...
    Injection is good,but I'd rather be blown!

  11. #11
    Ma nema sta pametnije. Na to se svodi.

    Jos mi smjesnije djeluje onaj proracun vremena/izlazne brzine na 402m, a koji se izvodi iz grafa snage motora. Ne znam samo kako su dosli do konacnih cifri? Gdje su racunali da vozac mjenja brzine? Koliko uspjesno je doziran gas? Koji su gubici kroz razlicite stepene prenosa? Koji su gubici na otpor vazduha? ... i jos milion pitanja.

    Konacno, da samo snaga motora odlucuje koja bi poenta trkanja bila?
    es-tu diabolique... ou divin?

  12. #12


    ne bi bilo lose da urednik otvori temu s rezultatima dyno ili fabrickih podataka u nekom odeljku kao sticky
    ovo je odlicno i izuzetno me zanima

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