posted on August 07, 2009 22:08
I've had this Dynojet 248C sitting over at XS Engineering for just under 3 years now. It's literally been sitting and hasn't been used for 3.5 years. XS has been using the 4 post lift on occasion, but they are moving soon and while I should have got off my ass and tried to sell the dyno, I did not. So now that XS is moving soon and is not planning on using the 4 post lift at their new location, the 4 post lift and Dynojet can be married again and sold together. XS will continue to use their trusty DTS 4wd dyno that uses the same power absorber units as the French bullet train. Anyhow, here's what the Dynojet package includes:
- 1200whp/200mph 2WD Dynojet 248C Chassis Dynomometer w/ 48" Rollers and new brakes
- 14,000lb Capacity 4-Post Lift
- Rails, chain, and platforms for above ground installation (see image below)
- PC ounting platform
- Pentium 4 PC w/ Winpep 6 and 7 Software and 15" CRT Monitor
- Dynojet PC interface control card
- Dynojet hardware interface stacked modules (all optional modules included)
- Ignition wire inductive tachometer pickup leads (2: 1 used, 1 new)
- Remote sample and brake control from driver's seat (2: 1 used, 1 new)
- Automatic conditions measurement (absolute pressure, air temp, humidity, etc.)
- Includes high speed Lambda control module (brand new unit with brand new Bosch LSU Sensor x1) - this is not the dumb ass screw on the tailpipe bullshit slow ass one
- Includes analog voltage logging module (for analog sensors such as pressure, temp, etc. measurement, but sensors NOT included)
- $26,000 or best offer (does not include shipping)
- Email me if interested
NOTE: this is a generic Dynojet image. The included 4 post lift is blue color.
This Dynojet was purchased in 1999, used up until June 2006 and has been sitting in storage since. It is in good to excellent condition. I have some of the covers for in ground installation, but I don't have them all. Otherwise this dyno is "fully loaded" will all available options and new dyno brakes.
This is an inertia type chassis dynamometer and does not have "load control", but is the absolute most accurate and sensitive dynamometer available. The method of horsepower measurement is fixed and is unaffected by PID closed loop controls from modern chassis dynamometers with eddy current power absorber units. In other words, there is no computer algorithm required to control the load and therefore possibly affect the horsepower measurement. The intertia type Dynojet is very simple and has a pair of 4,000lb rollers (a fixed mass) and the time needed to accelerate this fixed mass is the amount of power the car generates. It is so sensitive that it even measures bent wheels, cylinder misfires, rough engine running conditions, etc. that other chassis dynos cannot measure. If you can tune a car on an inertia type Dynojet with a perfectly smooth dyno graph at 0 smoothing on the graph, you can bet for damn sure that the car will run smoother than a baby's ass. Even to this day, the Dynojet remains my favorite chassis dyno and I've used them all.
While a dyno with load control is certainly convenient for mapping an engine from scratch, it isn't "necessary" for mapping AT ALL. If you want to map specific cells on your ignition or fuel tables, all you need to do is vary the throttle in different gears and you can very easily map entire fuel and ignition tables in no time. If you need more load at part throttle go up a gear. If you need more load at full throttle, go up a gear again. The Dynojet 248C has a 200mph speed limit. Don't let all those young fools or FFF tell you that a Mustang, Dyno Dynamics, or Dynapack is better because "it can control load". If you really think about it, when are you driving on the road and the car is held at a specific rpm or speed? The only time that happens is when you're doing 170mph in top gear on the way to Vegas and your STi is aero and/or gear limited. Otherwise your engine is ALWAYS accelerating and decelerating isn't it? This is also the case on an inertia type Dynojet. How's that for real world conditions?
Anyhow, this may sound like I'm giving a full on sales pitch here, but I'm not. A lot of what Koji and I learned when we were tuning regularly at XS was because of the sensitivity and accuracy of the inertia type Dynojet. While forums and younger tuners may have you thinking that "loading" dynos are better, the reality is that it's how good the tuner is. If you gave Tiger Woods some Wal Mart golf clubs and you had the latest and greatest Ping irons and Callaway drivers, you can bet your ass he'll still smoke your ass in 18 holes (probably even just 1 hole).
So those of you contemplating on making the switch from the local South Orange County Forum email flash map master tuner to a genuine real world tuner, this is your chance to start your dyno shop cheap. You get a 4 post lift and a fully optioned Dynojet 248C chassis dyno for damn cheap. Perfect for you guys who plan on catering to the Honda, drifter, Nissan 240, 350z/370z/G35/G37, SE-R, Viper, Porsche, Mustang/Camaro/V-8, European and vintage crowds. Get yourself a small 1000 square foot unit in a commercial complex, a website, and a phone and you're in business. I'm interested in selling this dyno pretty quick so feel free to send this link to your buddies. Even if you're a tight ass, feel free to send me an offer. The worse thing I can do is ignore it.
Sometimes I think, "Maybe I should get back in to the tuning game." Then I stop for a minute and say to myself, "Na, I like playing with the engine dynos at Cosworth a whole lot more now." It's not often you get to use $1,000,000 engine dynos after all and work with some of the best people in the world.