Tales from the dyno
charts are published in Adobe Acrobat format. You will need the free reader
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Almost all runs are on either our old in-house
Dynojet or our new Rototest, using 91 octane gasoline.
Our shop is located at 4700' altitude, and the SAE correction
factor is used. There is some controversy about the accuracy of this factor
for turbocharged cars running an electronic boost control system (as many
of ours do), but we continue to use it for consistency and because nobody
has been able to come up with a factor that is agreed upon.
The Rototest dyno charts usually have a small
dip in the torque curve right after the peak is reached. This is due to the
dyno reacting to the change in power output and is not indicative of how
it will behave on the road. All turbo cars are tested with turbo exhausts
unless noted otherwise.
Superchargers tend to make more boost at lower altitudes as the compressors become more efficient, but the correction factor is consistent at the boost levels quoted over ambient.
Turbocharged and supercharged cars
The big daddy.
The most power we've seen on our dyno! So far...
A stroker engine with a 3071 FM II, water/methanol injection and GM LS coils. It's equipped with the smaller of our intercoolers and a standard FM turbo exhaust and is running 91 octane pump gas with a conservative map. Corrected is 23 psi (gauge), uncorrected is 19 psi absolute.
All wrapped up in a 1993 that looks bone stock. How's that for a sleeper? Once the car came off the dyno, the owner drove it home 1350 miles home.
We took a 1999 salvage car and installed an FM II with one of our complete 3" exhaust systems. This chart shows the result as an uncorrected number at 9 psi of boost - that's different from most of the other charts on this page.
Modified Mazdaspeed Miata
A Mazdaspeed with our FMII upgrade as well as a Hydra, intercooler and FM exhaust. Unlike most of the runs on the site, this is on 93 octane gas. That extra octane makes a big difference.
Modified Mazdaspeed Miata
A Mazdaspeed with our Big Enchilada upgrade. This is the currently available version of the package without the upgraded turbocharger.
Modified Mazdaspeed Miata
We took our Mazdaspeed and installed our Big Enchilada upgrade. The result? An extra 115hp! Please note that the upgraded turbo used in this dyno chart is no longer available.
Mazdaspeed Miata with FM intake and downpipe
Talk about bang for the buck! In run 1, the car is equipped with an FM downpipe, exhaust and intercooler. That's the sort of power we expect from that combination. Then we added our complete intake kit and saw power and torque jump up considerably. This chart is also available with A/F ratios.
1990 Voodoo II
This dyno chart is uncorrected. Why? Because the power output is limited by the injector size. It's as fast as a corrected 190 rwhp car at this altitude, but it can't make 190 rwhp at sea level. Ahh, correction factors, gotta love 'em. If you have questions, contact us.
That said, this car is making 7 psi on the gauge. It's a stock Voodoo II with an MSD ignition box added and an FM naturally aspirated dual exhaust system.
2.0 U3 supercharger
A U3 supercharger at 13 psi on a 2.0 motor with all sorts of headwork. This is a fast car.
2.0 FM II
FM II at 12 psi on a 2.0 motor. The turbo is actually a little small for this application. See the "comparisons" section further down the page to see what a larger turbo can do.
1999 Uber U1
Our U1 supercharger on a 1999 with a stock engine. The car has FM naturally aspirated midpipe and exhaust along with a Jackson Racing header.
1999 Uber U2
Our U2 supercharger on a 1999 with a stock engine. The car has FM naturally aspirated midpipe and exhaust.
1995 Uber U3
Our U3 supercharger on a 1995 with a stock engine. The car has aftermarket "brand X" exhaust components and is running at the recommended boost level.
2001 FM II
FM II at 9 psi on a stock engine.
1999 FM II
FM II at 9 psi on a stock engine.
1999 FM I
FM I at 6 psi on a stock engine.
1999 Voodoo Turbo
Voodoo Turbo at 6 psi on a stock engine.
1996 FM II
FM II at 6 psi on a stock engine.
Track Dog, 2002 specification
FM IV at 12 psi on a 2.0 motor. Yeehah.
A dyno run of the Übercharger prototype. The car has a stock head and internals and is running approximately 98 octane gas. The supercharger is producing about 15 psi of boost. This run was done on a Dynojet in Austin, Texas.
Dan Emery, 400 hp on a Link!
A 1990 shell equipped with a 95 engine with Carrillo rods and Wiseco pistons. 1999 head with some
work and ferrea valvetrain. Stock cams. Mazdaspeed mounts. SC 61 turbo, 3" custom downpipe and exhaust. Racing mazda turbo manifold. FM Link at 24 psi, running 93 octane pump gas.
1999 10AE FM II
Dick Hyder's car arrived here as a stock 10th Anniversary Edition and left here with a full FM II setup. This is running with the big ball bearing turbo at 12 psi or so.
1.6 FM II
1990 FM II, large ball bearing turbo, turbo dual exhaust. The green graph is with a Sebring as the car arrived here, but it was suffering from a lot of knock. The red lines are the same car with a 12 psi FM II. Blue is the same car with the boost at 15 psi - and no knock.
1.8 FM II
1997 FM II, custom 2.5" exhaust.
1.6, Sebring, J&S, header, cat, exhaust, check valve
Here is the only standard boost 1.6 Sebring car we have tested so far, 1990 equipped with JR header, JR cat, JR exhaust, J&S knock sensor and the one way check valve. Numbers are corrected for altitude.
1.6, Sebring, FM ECU, high boost pulley, blower porting, header, exhaust, intercooler
Dan Rodier brought his 1.6 Sebring with FM ECU, high boost pulley, internal blower porting by Dan, RB header, single exhaust and Bell intercooler. Run one was as the car arrived, no intercooler. Run 5 was with water injection at the blower inlet. This picked up 10 kpa of boost, but lost power. Run 14 was with intercooler installed, slightly less boost (due to intercooler restriction) but more power and less knock showing in datalogs. Water added after the blower did not increase power, but did reduce knocking. Further experimenting with the water may find more power, but so far the intercooler is king. Many people have reported that the throttle response with an air/air ic is lousy, this one was good, but the FM ECU may have accounted for that. Dan has never run the car with stock ecu and the intercooler.
Dan came to our open house with a blower pulley about the size of my thumb, made some great power!
1.8, Sebring, J&S, stock exhaust
Owned by John Moren.
1.6, FM II, ball bearing turbo, cat, single turbo exhaust
Here's the strongest stock motor 1.6 FM II we've done in our shop. 1990, 85,000 miles. First run is as delivered. Before installing the kit, we did a valve job (customer requested, it ran fine before it). Run 8 is at 15 psi, standard FM II kit with ball bearing turbo option, FM cat and FM turbo single exhaust. Note how much torquier the turbo run is even down at 1600 rpm, where turbos "don't work".
1.6, System 4.1, J&S
This is Brant Bauman's '93 System One, running at 5-6 psi, equipped with J&S knock sensor.
...then we added in our FM intercooler, FM ECU and turned up the boost.
1.6 GReddy with Link ECU
Danny Godelfer was here with his highly modified GReddy setup with a Link and set some very good numbers. It takes a little while for that turbo to spool up, but then hang on!
2006 MX-5 versus 2004 Mazdaspeed
So, how would you like your torque curve shaped? Red is the new car, blue is the Mazdaspeed turbo car.
M45 vs Voodoo II
This 1990 started with a Jackson Racing M45 supercharger and the Big Boost Kit, using a Voodoo Box. We took off the supercharger and added our Voodoo II turbo. The owner is very happy as you might imagine. The exhaust is a set of naturally aspirated 2.25" duals and the sound improved considerably. The supercharger would lose horsepower dramatically between dyno runs, while the intercooled turbocharger stays consistent. Same car, same dyno, a few days apart.
This dyno chart is uncorrected because the power level is limited by the injectors in the car, and a corrected chart would give unrealistic numbers. However, it's faster up here than the dyno numbers would indicate - it'll run as fast as a car making 190 hp at sea level. Despite showing a similar peak hp number to a Mazdaspeed, it has a 25 hp advantage up here. A set of larger injectors would allow the car to make more power.
This was an interesting experiment. In order to smooth out the top end of the graph, we let the car run from 2000-7000 rpm more slowly. It took 25 seconds (blue) instead of the usual 15 (red). It worked, but look at the change in the graph. We think it's showing fewer inertial losses (the same reason you'll see more horsepower with a light flywheel on a Dynojet) but we're not positive. We'll be using the faster, lower horsepower run for comparison because it's consistent with our testing procedure on all other cars.
Leaking bypass valve on a Mazdaspeed
Our Mazdaspeed was leaking boost out of the bypass valve. We fixed it and the car got really, really happy.
FM Mazdaspeed MX-5, original vs upgraded turbo
Our Mazdaspeed is fitted with a Hydra ECU, FM downpipe and exhaust and an FM intercooler. This dyno chart shows the best it could do with the stock turbo. We then installed a modified turbocharger (no longer available) with a larger impeller wheel. The car liked it! The boost level on the big turbo is about 6 psi. The uneveness at the end of the run for the stock turbo was due to a problem with the dwell at high rpm. Other than the obvious bumps from a misfire, it didn't affect power levels. We've also discovered that the car had a leaky bypass valve in these tests.
FM Mazdaspeed Miata, stock vs open intake
Our Mazdaspeed with the upgraded turbo as seen above. We removed the stock intake and stuck a cone filter on the turbo with lots of cold air. The car liked it, but it wasn't a huge increase.
FM II GT3071R vs 2.0 U3 Ubercharger
Time for the big kids to come out and play. This is a very good test. Both cars have identical engine specifications right down to the engine management. Stroker kits, lots of headwork, valve springs, oversize intake valves and oversize exhaust valves. The FM II (blue) has a prototype 3" turbo exhaust and the Uber (red) has a Jackson Racing header, FM n/a midpipe and Racing Beat duals. The blue line is the turbo at 11 psi while the red line is the supercharger at 13 psi. The FM II is using the upgraded GT3071R turbo that we prefer for strokers. At sea level it spools up about 700 rpm sooner. Both of these cars have trouble getting traction. The dip in the turbo at 6300 rpm was later fixed with tuning.
FM II GT2560R vs 2.0 U3 Ubercharger
Both have 1999 heads, stroker kits, lots of headwork, valve springs and oversize exhaust valves. The only difference in the engines is that the supercharger has oversize intake valves. The FM II has our turbo exhaust parts and the Uber has a Jackson Racing header, FM n/a midpipe and Racing Beat duals. The blue line is the turbo at 12 psi while the red line is the supercharger at 13 psi. The FM II is using the standard GT2560R turbo that comes with the kit and it's really too small for this application.
FM II GT2560R vs 2.0
FM II GT3071R
Two very similar engines, the only difference being oversize intake valves on the larger turbo. The big turbo also has a 3.0" exhaust instead of the standard FM turbo exhaust parts. The GT2560R (red) is the standard turbo for the FM II turbo kits. It's sized to be best for engines from 1.6 to 1.8l at up to 12 psi. The GT3071R (blue) is the turbo we like for larger engines and higher boost pressures - and it's easy to see why. Both of these turbos spool up faster at sea level but the difference is more obvious in the larger one. The dip in the GT3071R chart at 6300 rpm was later fixed with tuning.
GT2560R vs GT2860R
The same car with our standard FM II turbo and with a GT2860R - aka the "Disco Potato". The bigger (and more expensive) turbo makes more power but at the cost of spoolup.
FM II vs 2.0 FM II
Both of these cars are running 12 psi FM
II turbo systems. Both have some headwork. The 1.8 car has a stock bottom
end and the 2.0 has one of our stroker
1999 Voodoo turbo vs 1999 FM I
These are actually the same car. The extra timing allowed by the Link piggyback engine management is obvious in the greater torque throughout the range. This is a good example of why you can't just look at peak hp numbers.
1995 U3 vs 1995 FM II
What everyone wants to know - what's the difference between an Uber and a turbo? Well, you can see it here. At 2500 rpm, the U3 makes an extra 35 lb/ft. At 4500, the FM II makes an extra 35 lb/ft. Both cars are fitted with aftermarket exhausts but are otherwise stock.
1.8 FM IV vs 2.0 FM IV
This is the same turbo system on our 1.8 car and on the 2.0 race car, both running at 15 psi. The 1.8 was running 91 octane street gas and the 2.0 was on 105 octane race gas. What a difference displacement makes! There's absolutely no knock in either.
We unplugged the variable valve timing on this 2003 when it was on the dyno. The intake cam goes to full retard in this condtion.
These two runs are from the same 1992 FM II on the same dyno - the differences
here are simply from adjusting cam timing with a set of adjustable cam
Which do you prefer, midrange torque or high-rpm power?
Both cars are 1.6 with a 12 psi FM II and single turbo exhaust. One (blue line) has a stock engine, the other (red line) has a worked-over head.
Quite a difference in spoolup! Don't mind the little bump in the red graph -
that car had some experimental software with a bug in the boost control (now
S2000 vs FM II
That's a stock S2000, as measured on our dyno. The Miata is a 10AE model
with an FM II running at 9 psi.
1.6 Sebring vs.
12 psi FM II vs. 15 psi FM II
The green graph is a very strong Sebring, but it was suffering from a lot of
knock. The red lines are the same car with a 12 psi FM
II. Blue is the same car
with the boost at 15 psi - and no knock.
FM II vs. 1.8 FM II, both at 12 psi
Want to see what that extra 200 cc will do for you?
Stock vs. Sebring vs. FM I vs FM II
This is a comparison between different kits available for the 1.6. Stock, 6 psi
Sebring, 8 psi FM I and
a 12 psi
FM II. These aren't all
the same car, but they're as close as we can come. We realise the Sebring is
on the low end of the range, but we can only test what comes to visit.
FM II, 1 cat versus 2 cat
In 1999-00, there was an extra catalytic converter in cars that met California
emissions tests. To be CARB legal on a 1999 or 2000 model car, this cat must be
retained and we do have a different setup for that. The upper line is the single
cat version of the FM II, the lower is the two
cat version. California cars can be fitted with the single cat turbo system,
but CARB approval is lost. Both cars are at 9 psi and otherwise almost
Link vs. 1.8 TEC-II
An interesting comparison between a 1.8 car (blue graph) with a mildly ported
head, FM Turbo exhaust, K&N filter and a TEC-II computer; and a 1.6 (red
graph) with a 0.010" head shave, adapted FM II intake, JR header, FM
N/A duals and an FM ECU. The Link car was tuned in approximately 5 minutes as
it would be done on the road, using coarse tuning only. There is no smoothing on
vs JR CAI, cat, header and exhaust
This is the same car, a 1995. Run 1 (blue) is stock. Run 6 (green) has a JR CAI,
an FM cat, a JR header and
single exhaust. Run 9 (red)
uses a JR exhaust instead of the Thermal.
Naturally aspirated and stock cars
1999, header, exhaust, midpipe
Here's a direct comparison of an all-stock 1999 versus the same car with our
header/cat/exhaust package installed. Not a bad gain!
Randall cowl duct, K&N panel filter
This is the Randall
carbon fiber intake duct, tested on Stinky, stock
n/a '90 with no mods other than K&N panel
filter. Run 3 shows car
with hood closed, no mods other than the filter. Run 7 has new intake
installed, hood closed. Run 10 shows new intake, hood closed with fan
blowing over hood from the front. Maybe simulating 5 mph?
Conclusions? Yes, it works well, should be even more effective at speed.
All runs prior to runs 10 had the fan aimed into the mouth of the car.
FM ECU, FM cat, Thermal exhaust
'94 M edition. Lowest curves (03) are absolute
bone stock, as delivered. Middle curves (59)are with FM
cat and single exhaust.
Top curves(53) are FM cat/Thermal exhaust and
FM ECU. Note how
the squiggles in the stock ecu torque line(up to about 4k) go away with
the FM ecu.
borrowed this car to do some testing on individual throttle bodies. Not bad!
Mark Iannacito brought in his 1995 for an FM
ECU install. Blue line is the car
equipped with simply a single
(and a very strong car it is). Red line is with
the ECU and a pipe in place of the AFM - otherwise, the intake is completely
FM turbo exhaust
Robert Webb's stock, normally aspirated '96 with and without FM turbo
single exhaust. Damn loud, but made a nice boost. So much for big (2.5")
exhausts causing a loss of torque.
FM ECU, custom intake, header, exhaust
Fred Uptagrafft's n/a 1.8 in a '90 car, with FM
ECU, k&n behind headlight, RB
header, supertrapp (LOUD!), stock boneyard motor, gasket matched. Very
healthy! Stock 1.8 shown on chart for comparison.
vs 2001, stock
Interesting dyno run from a 2001 stock vs '99. 2001 is Run 3.
our '99 with 600 miles on stock engine, FM single n/a
exhaust. If you
look at the chart, Run 29 is with hose disconnected and plugged for the
VICS actuator. Major drop in midrange torque. Run 30 is with VICS hooked
up normally. Run 31 is with VICS locked in the low rpm position, you can
see that peak hp is the same, but hp plummets after about 6k rpm.
next run is with small bb turbo (no longer available), FM
intermediate pipe and
FM single turbo exhaust,
four injector set-up in manifold, at 170 kpa boost level.
set-up, boost controller set to 180 kpa. This small bb turbo will only
peak at 180, will not maintain 180 at high revs, only 170 kpa.
FM ECU, shaved head,
stock cams, JR header,
FM cat, FM
N/A duals and the intake modified from an FM II.
is our 1990 125K normally aspirated car, equipped with JR CAI, JR header,
single exhaust and FM
ECU. Lower curves show 1991 bone stock
car. Note the hole in the torque curve on the Rat at 4250, we can tune
this right out with the ecu.
Rat really likes his new experimental cams!
little tuning and the holes go away! Still want to chase down the dip
at 2500rpm and 4200rpm. Green lines are stock '92.
with new 11/1, 1640 cc engine. Pretty healthy! Lower curves are stock
1.6, middle curves are Rat with old engine. This engine is now in
The same engine in Keith's Seven, now with throttle bodies and a custom header. Pretty healthy! The red line uses a long intake runner, the blue one a shorter runner.
2003 Dodge Neon SRT-4, bone stock. Yowza.
1996 Toyota T100 with a 6 psi intercooled turbo.
Taurus SHO with a Vortech supercharger pumping out up to 12 or 15 psi. The first
curve is before tuning the fuel, second afterwards.
2000 Civic Si dropped by. We picked up 26 hp by proper tuning. The
owner was quite happy.
1967 Land Rover set a record - lowest HP recorded on our dyno! Not the lowest
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