Used to enhance the capabilities of the existing modules, the Thermocouple Amp is able to convert any type K thermocouple into a 0-5V-based analog signal. What this will allow is the use of any type K thermocouple to measure exhaust gas temperature, cylinder head temperature, or even intake air temperature (before or after an intercooler). Imagine being able to determine the effect changes in exhaust-gas temperature have on the response rate of a turbocharger or how the ignition timing affects the EGT? Another pair of helpful modules offered by DynoJet include the four-channel analog and EZ-RPM modules. The four-channel analog allows users to log four separate 0-5V sensors-such as boost, fuel or oil pressure-and compare it to the power and air/fuel. The EZ-RPM module provides a tach signal via, of all things, the cigarette lighter.
With the new Datalink, Thermocouple Amp, and EZ-RPM module, DynoJet owners should have no shortage of information, but what about the complaints that the DynoJet was just an inertia dyno and did not offer the ability to run loaded testing? While it's true the original 248C DynoJet offered only inertia testing, DynoJet now offers load control and all-wheel-drive chassis dynos. Currently, DynoJet offers the 224X, the 424X, the 248X, and the 248HW chassis dynos. The 224X is available as an inertia dyno and with the optional load control. According to DynoJet, its Load Control Systems incorporate an ultraprecise and consistent eddy-current load-absorption unit. The system utilizes an integrated torque cell to quantify the power absorption. The tests can then be reviewed and analyzed through the impressive and user-friendly WinPep 7 software. DynoJet understands that time is money in a performance shop and has ensured that a quick and effective calibration routine for the load-absorption unit can be accomplished in less than a minute. Like all the inertia dynos, the Load Control can be configured for either in-ground or above-ground installation.
The 424X from DynoJet is essentially a pair of 224X dynos linked to provide testing for full-time all-wheel-drive applications. Like the 224X, the 424X AWD dyno system is capable of measuring up to1,500 hp per dyno at each pair of wheels. The 424X is even more impressive in that the system is adjustable for wheelbase. Running on an extendable track, the distance between the two dynos can be adjusted to accommodate changes in wheelbase from 88 inches to 140 inches, though custom systems are available to increase this number. Comprised of a pair of 224X dynos, the 424X is capable of running at speeds up to 200 mph and can be further upgraded with DynoJet's new Load Control Systems. This allows tuners to perform step, sweep, and loaded roll-on tests. The Load Control also allows users to run closed-loop testing by targeting the engine speed, vehicle speed, or percentage of load. The Load Control units are securely attached to the rollers by way of a splined shaft. This eliminates issues such as belt slippage or failure and helps ensure superior repeatability. Switching the Load Control System back into inertia mode requires no more than a simple click of the mouse. With a combined capacity of 3,000 hp, the 424X and 424LC AWD dynos from DynoJet can handle any all-wheel-drive performance application likely to come their way.
Also available from DynoJet...
Also available from DynoJet was this EZ-RPM module, which provided a tach signal via the cigarette lighter (or the battery leads). The most exciting new piece of equipment offered by DynoJet is Datalink module for OBD-II applications (not shown). The Datalink device provides real-time data from the OBD-II port on all '96-and-newer vehicles, allowing DynoJet owners to log all of the available data. We employed this system on our 2001 Ford Focus test vehicle.
To put the new Datalink system...
To put the new Datalink system to the test, we ran this '01 Focus ZX3 on the chassis dyno. Using the information provided by the Datalink, we were able to discover that our power output was fluctuating between runs (with no component or tuning changes). Heated inlet air temps caused the motor to pull up to 7 degrees of timing. The cure to repeatability was to reinstall the fresh-air source for the factory airbox.
Our first modification was...
Our first modification was to install the AEM (true) cold-air intake system.