Firstly, a Dynanometer a.k.a. Dyno Testing Machine is the right apparatus to determine what's really going on or what's really happening with regards to your engines performance at certain engine speeds.
I will try to make this as layman language as much as possible.
The typical units being measured in a dyno test are HORSEPOWER and TORQUE.
What is the difference between the two?
Horsepower is the ENERGY INPUT or Energy Required to Create the actual Mechanical Work.
TORQUE on the other hand is the units of ACTUAL MECHANICAL WORK derived from the Energy Input which is Horsepower.
You are stepping on your gas pedal to accelerate the car from zero to 60kph.
Observe if you have a tachometer... Once you hit 4th or 5th gear and reached 60kph... What does the tachometer read?... normally it would only be around 1,500rpm
60KPH is the byproduct of TORQUE... the amount of time that was used by the car to accelerate from Zero to 60 is also a byproduct of TORQUE. TORQUE is the actual mechanical force or work output... it is normally measured in Lb.Ft. (Foot pounds).
While Power is the Amount of Energy which the engine exerted... for example... How much Gasoline or Diesel it needed to do that zero to 60 kph acceleration. The fuel is measured in terms of BTU (British Thermal Units). In other words... How much fuel went into the engine to do that Actual Mechanical Work.
The engine RPM is also a good indicator of ENERGY required for the vehicle to achieve a certain speed.
Tuners can go a great deal of length in terms of performance tuning. They all wanted to see high Torque and High HP with a rising POWER CURVE line. Their peak power is normally achieved at rpms above 6,000. This is normally their sweet spot, where Torque is at the highest as well as HP.
Yes, this holds true in most race cars. But in reality... it is TORQUE that actually wins the races... not HP.
The best HP to Torque Ratio is when HP is low and torque is high...
Let's represent Horsepower with "E" and Torque as "T".
Here are three basic scenarios to determine if your car is mechanically efficient or not.
E < T = EFFICIENT
E = T = NORMAL
E > T = VERY INEFFICIENT
Let's assume that:
E = Engine rpm where each 1,000 range is = 1 unit
T = Speed in km per hour where each 30kph = 1 unit
When Energy is less than Torque, this is the ideal scenario. This is where real fuel savings comes in.
Imagine... Driving a cruising speed of about 120kph... and your engine revs only 2,000 rpm.
Therefore: E = 2 and T = 4
Thats where E < T = an Ideal and Efficient Scenario. (Most GTO treated cars)
Normally... you will be hitting 3,000 rpm to reach 90 kph... this is the norms.
Therefore: E = 3 and T = 3
This is where E is nearly equal to T. This is what everyone is experiencing.
A very inefficient scenario is when you are revving at 4,000 rpm and you're speed is only 60kph.
E = 4 and T = 2
This is where E > T = Energy input is greater than Torque or the actual work output. This is where fuel is consumed so much.
Now let's look at the typical Dyno report from a race car... no GTO.
If you will observe the Power Curve is going from low to high and then it drops.
Let's assume that T = rpm per 1,000's.
And E = per 38.46 HP (our basis is the peak Torque 250 Nm divided by 6.5 - derived from peak rpm / 1000)
It shows that the peak Horsepower is achieved around 5,500 rpm. this may be seen or interpreted as
E = 5.5
T = 6
This is the SWEET SPOT... where Torque which was measured in Newton Meter (Nm) was reached highest at 5,500 rpm.
This is the reason why we hear noisy race cars revving always at high rpm since they need to do this in order to reach maximum torque.
This means... MORE POWER = MORE FUEL Needed.
Now let's compare that with a GTO treated engine.
Take a look at the Left hand upper corner of the Torque chart which is on the left side.
Don't be deceived with the down trend curve line... For the Mechanically inclined and Engineers... Have you seen anything like this?
Torque nearly peaking already at the very start of the rpm range. (WOW!)
Let's now assume that E = 114 / 4.3 (4,300 rpm/ 1000).
E = 26.511 per unit
T = 1 unit = 1000 rpm
Therefore: E = 114/26.511
E = 4.3
At peak torque...
T = 4.3
E = 1.5
E < T
Ideal Scenario! SWEET SPOT!
Big Delta as well... on the positive side.
This means... you can go on driving the whole day without stressing your right foot on the pedal.
This means... you can drive all day, hit cruising speeds at very low rpm engine speed!
This means... FUEL SAVINGS! = BIG TIME!
Notice also how closely together the run lines are... this means - oil is really smooth!
Now here's a comparison between a Before and After Chart on the same Isuzu Crosswind Diesel.
Bear in mind, this vehicle was pre-treated already with GTO, but we drained all of it and changed it with ordinary oil for the sake of this Dyno Test. Then Run again with GTO afterwards to compare the results.
If you notice the curve lines on the BASELINE RUN... it looks good actually for a normal car. But on the GTO Run... It just became a lot better.
You notice how erratic and inconsistent the power curve lines on the left chart. This means that oil and all types of crap are being thrown everywhere in the engine. While on the GTO run chart, every line is consistent.
Each colored line represent a run. So if you see 5 Lines there... there are probably between 4 to 5 runs made. Each run is recorded. Each run means pushing the engine to reach the peak rpm up to third gear, or if it's automatik, probably it is put on 2nd speed. Doing Dyno runs are critical to the engine... We are really glad that we used a pre-treated car... which actually became an UNFAIR DISADVANTAGE for GTO to prove itself with huge difference in figures. But that is not our aim. We have reached bragging rights long time ago in races. This is merely to prove to the more stubborn corporate minds what this thing can really do.
Now you know that GTO really works!
We will soon make a Dyno run with all the other Green Tech Items and the GTE Tsunami on one car.
God Bless Everyone... Now let's all get back to work. Start saving this planet.