UWU-mancer
Senior Member
Dual rollers can use the dyno jet formula if you want dyno jet like results. I’m surprised it even matters.That's a dual roller though. Dynojet does not have a two axle roller I'm aware of.
For nasa tt and st classing 2wd cars must use a dynojet. Awd cars use the mustang dyno and then apply a 10% power reduction since they read high (or dynojet reads low?). It's just a way they're trying to maintain SOME consistency among cars.
If I can get a normal run on a mustang dyno I'll see if the tt director will allow it to run with a 5% penalty instead... It'll still be way outgunned in tt4, though, since the way it sits it needs 348 AVERAGE whp (taken across the 4 peak power measures) to be a strong fit... The way turbo cars peak this means more like 370whp+ on a dynojet! That's like 411whp on a mustang dyno and it's just way too much for this car.
The smarter track choice for me would be to just make a proper splitter, gut it to drop min competition weight with driver to 3000lbs, run fender venting, move to a faster tire that's 266mm or less, cage it, fire suppression, and keep power stock. But at that point I'd just buy another z, a c5/c6 vette, or a cayman racecar and just send it. This car is a road going manual that fits kids in the back for me... Probably next year it will become a 4th car. I need another racecar, and I might have a line on one that's 5x the car for 1/3rd the cost
Damn that’s race car shit. Very UWU
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