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Message: [QUOTE="Dzchey21, post: 471582, member: 63"] I really only have experience with dynojets as i help hallers repair with thier mobile dyno from time to time. I know with a dyno jet the only thing that can be changed is the correction factor, nothing else, no calibrations nothing. Mustangs can be calibrated, there is also a load on them which can vary, as well as run lenght ect. They do load turbos well, but they are hard on trucks (Aarons input shaft at DPC 2012) and seam to vary from one dyno to the other. Some other feels that Superflow is the only way to go, but i feel opperator plays a big part of that. I had a single turbo on my 6.4 years ago, and i went to a superflow and layed down a massive 250 hp... went to a 248c dyno jet, and put down 580 here is the dyno jet run 580 hp [url]http://www.youtube.com/watch?v=bM-SMzGvD1Q&feature=share&list=UUfrWrzky1_GrHCpGNbYvuTw[/url] here is the superflow run 255 hp... i think within two weeks of each other [url]http://www.youtube.com/watch?v=OK-tmw6-Rvo&feature=share&list=UUfrWrzky1_GrHCpGNbYvuTw[/url] then i ran on hallers 224 c dynojet , which means it has a 24 inch drum instead of the 48 inch drum, single turbo it did 614, with a little more fuel than seen on the dyno jet video [url]http://youtu.be/GPtpKz_edoc[/url] k and then here is my black truck again on hallers dyno 62/86, with 150s 850 hp, transplanted now into my reg cab, track times say 850 at this altitude and 930 at sea level... [/QUOTE]

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