And in addition, with regard to "Dyno Charts", it is easy to fudge the numbers on a Dynamometer, if the operator is so inclined, and there is competition amongst businesses offering Dyno services for your $100 run. Naturally the one that generates the highest numbers with the exact same vehicle will eventually own the local market, as it is in many cases a pissing contest.
Furthermore, no two Dynamometer Systems give identical values with the same vehicle, and there are a half dozen different manufacturers of the devices.
Finally no Dynamometer exactly simulates actual road conditions, so that what wins the Dyno Pissing Contest may not win the race (or offer the lowest fuel consumption, or tow the greater load, or whatever your criteria may be for modifying an engine from stock).
If you know and understand the conditions under which a test was made, if you understand what "areas under the curve" are important, then you can perhaps make comparisons with dyno data sheets. If you don't ... well ...
And please note that no Dyno can measure horsepower. All Dynos measure only torque and generate a mathematical answer from the torque values to create a horsepower figure. Horsepower is the stuff of RPM (at 5252 RPM, torque = HP; at revolution speeds above 5252, HP increases with RPM x a given static torque value. That is why a Formula1 car can boast 1000 HP but only 200 ft/lbs of torque; peak power is obtained at 18~20,000 RPM).
Broadly speaking, a horesepower value is of limited use if you are assessing motor performance. Torque values are where the lessons are in any attempt to use measurements to seek higher performance. Going back to F1 as an example, the driver in a modern F1 car will choose between a set of Engine Computer-controlled configurations that all modify the torque curve. He will choose one torque curve under wet conditions, for example and switch to another for dry tracks.
The technology and application of these power curves is perhaps the most competitive and secret aspects of F1 engine development; far more important than the engines themselves (which are spec engines ... if you own a F1 team, you can buy the same physical motor that Mercedes or Ferrari or anyone else uses, which is mandated by the rules).
Similarly, the winner in a Moto GP (motorcycle) race almost always runs a bike that is lower in peak HP than the lower placing competitors. His torque curve, however, is better suited to the track actually run.
The above are examples of how the torque curve is the most important aspect of engine performance (and we are only scratching the surface here) provided you have a goal that involves actual performance versus a goal of "more" x the biggest possible number (horsepower). (You will also save money ... RPMs are expensive). And further, since no two Dyno's will offer the same values for a given engine or engine+chassis, it's the entire set of Dyno Sheets showing the changes in the torque curve when testing various motor configurations that is the critical information, not the one sheet with the biggest number.
I must apolagise for the above post, as it's off-topic, so I won't be addressing the issue further here. Take it or leave it.
