Published methodology
How we measure, written down before you ask
Dyno numbers are trivially easy to manipulate and nearly impossible to challenge after the fact. So here is our method in full — the equipment, the conditions we record, the correction we apply and the specific ways the industry inflates figures. Hold us to it.
3,400
hp capacity
Mainline ProHub
Hub
Drive type
Bolted to the hubs. No tire, no roller, no slip.
Per run
Conditions logged
Temperature, humidity, barometric pressure.
Same day
Before and after
Same mounting, same operator, same fuel.
The equipment
A Mainline ProHub, and why that matters
Most shops in this region run roller dynos. A roller dyno measures power after it has passed through the tire, which means tire compound, pressure, temperature and strap tension all move the number. Change nothing about the car, run it again next month on different tires, get a different result.
A hub dyno removes that variable entirely. The wheels come off and the dyno bolts directly to the hubs. What is left is a measurement that repeats — which is the only property that makes a before-and-after comparison mean anything.
It is also the reason we are comfortable publishing everything. Repeatable measurement is easy to be honest about.
What gets recorded
Every sheet carries the conditions that produced it
A horsepower figure without ambient data next to it is not a measurement, it is a claim. These appear on every sheet that leaves this shop.
Ambient temperature
Recorded per run, not per session. It moves through the day.
Relative humidity
Affects air density and therefore the correction applied.
Barometric pressure
Read live. Never assumed from altitude.
Correction standard
Stated explicitly, and identical across before and after.
Fuel
What was actually in the tank, including octane and ethanol content.
Full curve
Every run, from the first pull to the last. Not just the good one.
Our correction standard
SAE J607
Referenced to 15°C · 1013 mBar
Not a claim — it is printed across the title bar of the window in the screenshot beside this, and it is identical on the baseline and the final run.
Worth knowing: J607 references cooler, denser air than the newer SAE J1349, so it reads a few percent higher. That is exactly why the standard has to be named — numbers are only comparable inside one standard, and ours never changes between the before and the after.
A worked example
What 46.8 horsepower looks like when you show your working
Baseline
427.9
hp @ 6170 rpm
Stock calibration
91 octane
449.6
hp @ 6261 rpm
Pump gasoline tune
E85
474.7
hp @ 6219 rpm
Ethanol calibration
Same car, same session, same correction. The gain from the pump-gas calibration is real and modest; the rest comes from ethanol, and ethanol costs you fuel economy and availability. Both halves of that are true and both are on this page.
Read this before you compare shops
Five ways a dyno number gets inflated
None of these are hypothetical and none of them require lying outright. They are the reason a customer can be shown a bigger number somewhere else and conclude we underdelivered.
Switching the correction factor
SAE J1349 and STD correct to different reference conditions. Quietly running one and comparing against the other manufactures a gain of several percent with no change to the car at all.
What we do
The correction standard is printed on every sheet we hand out, and before-and-after runs always use the same one.
Unplugging the weather station
With no live ambient data the software falls back to defaults. On a hot, humid day that inflates the corrected figure substantially.
What we do
Ambient temperature, humidity and barometric pressure are recorded per run and appear on the sheet. If they are missing, the sheet is not finished.
Cropping to the peak
A screenshot of the highest number hides everything about how the engine got there — including a curve that falls apart above the peak, or a spike that lasted one sample.
What we do
You get the whole curve for every run, including the ones we were not happy with.
Comparing across days
A baseline pulled on a cool morning against a final pulled on a different day is not a comparison, it is two unrelated measurements.
What we do
Baseline and final come from the same session, same mounting, same operator, same fuel.
Comparing across dynos
Roller and hub dynos measure different things, and different brands read differently again. A number from one shop set against a number from another proves nothing about either.
What we do
We will tell you our numbers are not directly comparable to another shop’s. Anyone who claims otherwise is selling you something.
See the sheets
Methodology is worth nothing without the evidence attached. Every result we publish carries the full sheet with conditions visible — including the runs that did not go the way we wanted.
Three runs on one C8 Corvette Stingray: 427.9 hp stock, 449.6 hp on 91, 474.7 hp on E85 — the correction standard is printed in the window title.