Dans Dyno

16/09/2026

Brad’s 200 Series Ute
Brad’s stretched 200 was in for our custom engine and transmission tuning, along with a Manta exhaust and upgraded fan kit.
This is a proper work ute weighing over four tonnes, so the goal wasn’t simply chasing a peak dyno number. It needed strong, usable torque, sensible temperatures and a transmission calibration that could put that torque to the ground.
⚫ Factory — 182.9 HP / 522 Nm
🔵 Tow tune — 235.2 HP / 711 Nm
An increase of 28.6% in power and 36.2% in torque over factory.
🔴 Power tune — 269.2 HP / 847 Nm
An increase of 47.2% in power and 62.3% in torque over factory.
A major part of this package was the transmission calibration. We revised the shift strategy and lock-up points so the ute gets the converter locked earlier and uses the engine’s torque to accelerate, rather than flailing away through an unlocked converter and turning that energy into heat.
The result is a much more direct feel from the throttle, stronger acceleration under load and far better use of the torque available.
The power tune speaks for itself, while the 711 Nm tow tune is the important one for this ute—controlled, usable and ready to work with more than four tonnes already on its back.
All dyno runs were completed with the torque converter locked for accurate and repeatable results.
Qualify your results.
📍 Dan’s Dyno — West Wyalong

14/09/2026

Greg’s 2016 79 Series — #3 of 3
The third and final 70 Series in from Greg for us to go over and retune.
Unfortunately, we didn’t even finish the as-arrived run. By just 2100 rpm, AFR had already dropped to 12.1:1, so we pulled out of the run rather than continue pushing it.
Remembering Greg was sold these calibrations as “towing tunes,” we’d call them anything but. That is certainly richer—and riskier—than what we want to see in a vehicle expected to work hard under sustained load.
We returned the ECU to the factory calibration, completed our baseline testing and built our own calibration from there.
As arrived — 91.7 HP / 377 Nm
Run stopped early due to AFR
Factory — 128.7 HP / 273 Nm
Dan’s Dyno — 194.8 HP / 659 Nm
Compared with the factory calibration, the final result delivered:
✅ 51% increase in power
✅ 141% increase in torque
More importantly, it now has a properly developed calibration suited to how the vehicle is actually going to be used.
We’re glad we could get all three of Greg’s utes through the workshop—and hearing his feedback each time makes us proud that we are delivering real results!!

Have results your unsure of or unhappy with? give us a buzz

Qualify your results.

08/09/2026

Dan’s Dyno is proud to be a Platinum Sponsor of the 125th West Wyalong Show.

Supporting the community that supports us is something we’re always happy to get behind, especially for such an important local milestone.

Congratulations to everyone involved in keeping the West Wyalong Show going strong for 125 years. We can’t wait to be part of it!

02/09/2026

Greg’s 2012 1VD-FTV — #2 of 3

Second of three utes in from Greg for us to go over and retune.

This one had been tuned elsewhere and had a history of engine light issues, with the freeze-frame data giving us a good indication of what had been happening.

Greg’s main complaint though was smoke, and once we ran it up on the dyno it wasn’t hard to see why.

The previous calibration was dropping as rich as 12.5:1 AFR through the area where the engine is doing most of its work. Boost control was also pretty ordinary, with a large spike followed by a significant drop through the midrange.

We started again with the factory calibration and built our own calibration from there.

Factory — 146 HP / 353 Nm

Previous tune — 139.7 HP / 433 Nm

Dan’s Dyno — 196.5 HP / 609 Nm

Peak figures only tell part of the story though.

At 100 km/h in 5th, this ute is sitting around 2300 rpm.

At 2300 rpm the previous tune was making approximately 335 Nm.

Our calibration is making approximately 600 Nm at the same RPM.

That’s around 265 Nm more torque — roughly a 79% increase exactly where the ute spends its time on the highway.

More importantly, we’re making that torque at around 17.5:1 AFR, compared with the previous calibration being down around 13:1 in the same area.

Boost is capped at just 17.3 psi. With 380,000 km on the original turbo, there’s no reason to push it any harder than necessary to achieve the result.

Nearly 200 HP is nice.

But 265 Nm more at 100 km/h, with less fuel going out the exhaust as smoke and properly controlled boost, is the result that actually matters.

Qualify your results.

31/08/2026

17/08/2026

Clancy got in touch with us about his 2022 LandCruiser that had been previously tuned.

His biggest complaint was a strange one — 1st and 2nd felt alright, 3rd felt flat, then 4th and 5th would pull again.

Straight away we had our suspicions, so we asked him to bring it over so we could have a proper look.

On the dyno we loaded it up at 2000rpm in both 3rd and 4th and found around a 30% difference in injection quantity between the two gears. We suspected a 28x1 limiter had been missed in the previous tune.

We carried out a run as it arrived and it made:

172hp / 537Nm

Boost control wasn't great either, wobbling around throughout the run instead of holding a nice clean curve.

We then flashed it completely back to stock, where it made:

140hp / 326Nm

From there we started fresh and after our final revision Clancy's 79 laid down:

210hp / 697Nm

That's a gain of 50% in power and 114% in torque over stock, while still rolling on the 35s.

Compared to how it arrived with the previous tune, we picked up another 22% in power and nearly 30% in torque — but more importantly, 3rd gear now does what it's supposed to and boost control is where it should be.

A good example of why the final number is only part of the job. How it delivers the power through every gear matters just as much.

14/07/2026

When it comes to custom parts data is king