Dyno

There are plenty of dynamometers in the world which are capable of helping tuners get the most from their engines. There aren't very many that allow the same type of tuning for hybrids, though. Hybrid drivetrains can be very complex pieces, featuring both the internal combustion engine of a normal passenger car and the motor, controller and batteries of an electric vehicle. To get the most out of each independent system, testing is becoming increasingly important.

Japan's BestCar buff book grabbed the keys to a new Nissan GT-R and made for the nearest Super Autobacs. Once they arrived, they mounted Godzilla atop a Dynapack chassis dynamometer, removed the wheels and laid down a few runs to get power figures straight from the axles. The numbers are due for publication in the mag's December 25th issue, but our new friend Jeff made Christmas come early.

Lexus is billing the IS-F as "Everything you thought we weren't," and the potential is certainly there. The engine bay is filled with 5 liters of 4-valve V8 putting out 416 horsepower and 371 pound-feet of torque. The Minilite-esque wheels hide a Brembo braking system with six piston front calipers and cross-drilled rotors 14.2 inches in diameter. The sill extensions wrap up the front fenders to form a styling detail reminiscent of extractor vents, and the rest of the body has been tweaked in th

Infiniti hasn't announced its official peak power numbers for the 2008 G37 coupe, so the impatient folks at Automobile threw one on a chassis dyno to see how the power it puts down at the rear wheels compares to the 330 hp and 270 ft-lbs. of torque the Japanese automaker estimates the car will make. It turns out Infiniti wasn't exaggerating about how powerful the G37's new 3.7L VQ37VHR with infinitely variable valve timing is, and the new engine blows away the previous 3.5L motor in every way.

After spending an unhealthy amount of time around a dyno in recent weeks (more on that soon), the benefits of such testing is hardly lost on those of us looking to eek out every last ounce of propulsion potential. But they don't tell the whole tale. Neither do wind tunnels for that matter, as even air traveling upwards of 200 MPH doesn't accurately reflect real world conditions. Enter Haas CNC Racing.

In an effort to reduce emissions, increase drivability and/or prolong the life of the engine, most automakers spend an exhaustive amount of time balancing performance and usability on the factory engine computer. Before jumping headlong into modifications, one of the more effective ways of boosting output, particularly on turbocharged engines, is to have a reputable shop perform a reflash on the factory ECU or to install a piggyback computer to eek out any extra power left on the table by the OE

Someone help us understand what's going on here. In the latest episode of Top Gear, Richard Hammon revisits the Ford Shelby GT500 that the British motoring show tested late last year. For comparison's sake, Hammond brings along his own clas

Last month, Automobile Mag generated some chassis dyno numbers with a turbocharged BMW 335i coupe that were a bit healthier than one would suspect, given the factory's rating of 300 HP at the crankshaft. In a follow-up, they're now stating that the 275 rear-wheel horsepower number that was reported was actually the lowest of four pulls; one even generated 283 ponies. And all of this was with 92 F ambi

Even with Ford's GT making 550 HP (somewhat underrated) courtesy of a supercharger, of course we all know that there will still be owners out there who seek more power. Once the route of pulley swaps has been explored, where to go next? Stage 6 Motorsports thinks that it has the answer in the form of a twin-turbo kit.