The real truth about dyno sheets. Catching cheaters with their own data | Banks Entry Level

There's much more information on a dyno sheet than just peak horsepower. On this episode of Banks Entry Level, Erik Reider (Banks Special Projects Lead) explains how a dynamometer works, how to make sure the collected data is accurate, and how to catch someone who is faking their numbers.

We’ll start with the dynamometer itself and explore the differences between our eddy-current chassis dyno, and the five engine dyno cells that we use for engine development. Next, we’ll get into how we make sure that a vehicle on a chassis dyno is seeing similar conditions to what it would on the road. This includes high velocity, high volume air, stable temperatures across all cooling components and fluids, and ambient conditions that reflect the environment in which the vehicle is used.

Erik also explains the importance of sweep time, the direct-drive gear ratio, and the source of RPM data collection for the run. We also discuss steady-state testing and its importance in developing components that can stand up to anything from daily driving to a grueling military operation.

With the testing done, he details the dyno sheet itself. This includes how the data is organized, what data is the most relevant, and how two dyno operators in very different climates can compare results with the use of correction factors.

Finally, Erik helps you put this newfound knowledge to work catching cheaters who decide to inflate their power gains by hiding data or taking creative liberties with the graph curve.

Everything you’ve ever wanted to know about the dyno sheet and how a dynamometer works is in this video!

06:00 Intro
00:42 Dynos measure torque
02:42 Engine dyno vs chassis dyno
03:08 Simulating real-world conditions
05:03 Sweep time
07:38 Steady state testing
10:33 Correction factors
11:01 Air Density
13:49 Analyzing the dyno sheet
15:33 What is horsepower?
16:07 How horsepower is calculated
17:02 Catching a cheater

[speedmph]

Very cool. I’m a heavy duty mechanic who works on locomotives for a major railway. Best thing is thanks to the way the locomotives are built, they have a dyno built into them similar to how your chassis dyno works electrically. After each repair, we get to take these 4500 horsepower monsters and get to load test them at their 4500 hp rated full load for literal hours. It’s awesome.

[Gersberms]

The guys at Banks really know what's up. Teaching me more about dynos than hours worth of videos I've watched in the past.

[BigKandRtv]

GREAT video. Not only is the production quality solid, the agenda was really on point. I don't believe there was a single piece of fluff. I got 20 minutes of value out of a 20 minute video. This is how it should be.

[RandomlnternetGuy]

A series on Tuning education is something i would absolutely tune into

[Hacob_R]

I’m a Subaru guy but I like to learn. I came into this really only interested in what you had to say about correction. The shops in Colorado Springs give out.. you won’t believe this.. 20% corrections. It’s freakin’ nuts. I’ve got the sheets to prove it. The shop I go to though goes by what you’ve said. They give out no correction because of our altitude. These poor kids getting ripped off it’s nuts. Thanks for the video.

[kensmith]

There are a few things that should be considered before you start the upgrade that will require looking at dyno results. This is partly based on what a guy who made dragster engines told me:
1) Always fix only real problems. It is best to write down what the issue in use is that you need to solve. You then need to make your plan to solve that. If the thing is a truck that has to tow up a mountain the issue is a lot different than if you are going 1/4 miles.
2) Every percentage you increase horse power by, you also increased the need for cooling by. You may want to upgrade cooling before you upgrade horse power so you are ready for the needed cooling. Check before you start.
3) If you are towing, is your electrical system up to what you need? If electrical needs to be upgraded, you are best off to plan that at the time of other work because the two efforts can partly happen at the same time.
4) Be careful in calling people out for automotive lies. Some people have a lot of their self worth tied up in the vehicle they drive. They may react like you questioned their manhood or the marital status of their parents. It is best to just say "cool" and go on with what you are doing.

[pennysgarage]

As a calibration technician and student of Metrology, this is an outstanding video and is very informative. Might be a little complicated for some, but for car nerds like me, this is great.

[leslienordman]

Fabulous! Great writing (that is first and foremost). Great production values: editing, shot making, pacing. Facts pour out of this episode almost every other second. It is great. I know it took much longer to make than if you were just standing in front of a white board and talking, but you know the strengths and weaknesses of your medium. You played to your strengths and minimized your weaknesses. Well done!

[gofastwclass]

Great explanation Erik! The reason I love Banks; data, real data. Only someone with real data and nothing to hide will tell you how to spot fake data.

[korn]

Gale Banks is a legend. I’m going to support true American diesel enthusiast by up fitting my 2001 Ram with a full banks treatment. Really appreciate the informative videos.

[cesarlaso]

Thank You! Drag times used to be a good indicator if someone was lying. I remember an NHRDA event where guys with sema looking engine bays and multiple turbos were complaining about low #'s on an available Dyno. The disappointment on their faces was hilarious.

[brianmann]

Good stuff, guys. Brings back memories of long days in engine development at Cummins/Onan test cells. Retired engineer, here. Working on a Harley upgrade development these days.

i've learned so much on this channel. it must be one of the most information dense channels on youtube

[kwisin]

Engine dyno measure off the crank not flywheel. The Crank man...

Engine Dyno Coupling
A coupling is a device that links two shafts at their ends so that power can be transmitted.

Shaft not disc, therefore measurement is off of a shaft, crank shaft.

Great job guys. Really great job. More of these videos are needed for our young generations.

[alexg]

Excellent video! Just a quick note. The equation that is shown only works for Imperial (ft-lb). For metric (NM) instead of 5252, you want to use 7127. This means, in a NM measurement, the HP and TQ curves will intersect at 7127 :)

[roBLINDhood]

Great stuff guys!! You just packed the last 3 years of my learning into a 20 minute video!! 😂😂

[jackiejoe]

You guys are great at sharing knowledge. I had a foggy idea and could catch a really bad cheater, but now I have a good grasp of all the major deals and math. Keep up the good work.

[oldsguy]

Came here to learn about dynos…10 min 35 seconds, see a flashback to Geneva Steel in Orem Utah. Half the county worked there before it shut down in 2000…It’s now all movie theaters and town houses now. What an unexpected flash back

[keithmalmberg]

I have been a fan of Banks products since HS as my dad worked in the RV business. Your products have always been what Banks claimed that they were. Love that you are putting out the information that will make sure that you are the best products on the market.

[cliffsta]

What a great video. Dude your presentation skills are awesome. I don’t watch many Banks videos (though I respect the heck out of Mr. banks) but I’m glad I took the time to watch this one.