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How much power do you have in your car anyway? ! Come in and dyno your car at MTE"s Rototest facility it is finished talking then ... The result will be presented in the form of an easy to read power certificate which clearly shows the power and Torque in colorful diagrams . Power measurement in a Rototest chassis dynamometer corresponds to the methodology used by the automotive industry and is one of the most precise measurement methods available today. If you have not measured the power at a Rototest facility , you have not measured the power, period ... (read facts about Rototest below)
Interested ? Please call us for more information .

Facts about Rototest:
A Rototest dynamometer uses fixed coupling to the driving wheel hubs, and it can therefore not slip at all , as it may on a traditional rolling road. We do not base official figures on any so-called dynamic measurement method. All carmakers measure their official performance data by the method we do. The measurement method has also demonstrated the best repeatability of all in the current known measurement methods. This is in other words the only fair way to compare upgrades the of the car to that of the manufacturer"s original data. Finally, horsepower and torque are both represent the force achieved at a given rpm . So there is no variable between the two for a given speed. Meaning that if your car has a certain value in Nm at a certain speed, it always means with out exemption the same number hp at this given speed. The torque which is usually at maximum somewhere in the engine"s midrange speed thus reflects how many horsepowers are available at this speedrange. During an everyday acceleration situation most of the time is spent right in the midrange and therefore it is the torque that wins the race.

How the measurement itself is conducted
Now to the essence, how we measure a power curve. We divide the engine speed range in a number of load speed points, typically with 500 rev / min between each point. At each of these points, the speed is kept constant by Rototest dnamometer. At each fixed enginespeed we then slowly increase the load until the accelerator pedal is at full, and then we wait a few seconds until the power output has stabilized ( any potential boost overswings or other dynamic phenomena have petered out ) . By now the engine has been operating at full load for a few seconds and both engine speed and power output is constant - load condition is static. Now the measurement begins. and the Rototest dynamometer samples the torque at a rate of 10 times/sec, and an average of the last three seconds is saved. This process is repeated for each of the predetermined engine speeds in the engine speed range . The results of the measurements are then compiled in a certificate that the client may bring to home after we"re done.

Upgrades and stated versus measured power
Each car is an individual, sometimes the spread is lesser and sometimes it is greater. This applies between car individuals, but also between different types/brands or individuals of dynamometers and in addition the surrounding factors at different points in time and geagraphic locations, The variance can be due to, but is not limited to, temperature, fuel quality, wear to engine hardware components, air cooling capacity of the dynamometer equipment etc etc.
We therefore hereby clarify that the power and torque figures we quote for our upgrades and our kits is the power we"ve measured on a nearly new car on our dynamometer at the time of development of the upgrades, and no guarantee that every car on every dyno at any point in time will show the result our equipment measured at the time of development. Other dynos may show more or less, and only a before and after test on the same day on the same dyno will tell anything about the result a modification to the car gave.
Moreover most dynamometer facilities lack sufficient cooling, thus the measured power may come out less on the dyno than it will be in real life on driving on a real road. An illustration of this: in order to provide 300km/h wind over an entire car, a fan rated at the order of 3000hp is needed (High-end F1 wind/dyno tunnels lie around there in fan power). Have a look at the dyno facility you go to. usually you will se the fan is rated at somewhere around 3-10hp. MTE"s dynamometer use a total of 140hp as a reference.
So dont become too dissapointed by absolute numbers if you find them too low, after all it is how the car drives, feels, and performans that really matters.