Dans Dyno

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

01/07/2026

Chris's pre-DPF 200 Series LandCruiser came into the workshop to get it sorted before heading off on a North Queensland adventure.

Before making any changes, we completed a full baseline dyno test before carrying out a custom engine calibration and transmission tuning. As always, all dyno runs were completed with the torque converter locked, giving accurate and repeatable results you can trust.

Factory: 197.2 HP / 498 Nm
Dan's Dyno: 267.9 HP / 690 Nm

📈 Power: +70.7 HP (+35.9%)
📈 Torque: +192 Nm (+38.6%)

The peak numbers are impressive, but peak figures only tell part of the story.

What really transforms the way a vehicle drives is the gains right across the entire RPM range. On Chris's 200 Series, we've built substantially more torque and power from low RPM through the mid-range and into the top end. That means stronger pull when taking off, easier overtaking, less gear hunting on hills, and a far more relaxed vehicle when towing or cruising long distances.

For a touring vehicle heading up north, a broad, usable torque curve is worth far more than chasing one big number at the top of the graph.

Safe travels, Chris. Thanks for trusting Dan's Dyno to get your Cruiser ready for the trip.

Qualify your results.