Grumpy

There seems to be alot of weight given to dyno numbers. And some of it is deserved and some of the claims get to be rather bogus.

There are two primary dynos in use today by hot rodders. I say hot rodders on to rule out the powertrain dynos which aren't what I'm talking about.
Chassis and engine.

On an engine dyno they are able to maintain a load. So they typically take an engine to a high load, and slowly acclerate it thur it's intended operating range. That way they can rule out and AE in the fueling, and let the EGT temps stabilize. It's only if you let them (the EGTs) stabilize that you can see how close you are to the thermal limtis of the engine you are. And EGTs while and indicator of timing and fuel, are critical to engine life. ie you can spike an EGT to 2,000dF for a .1msec and probably get by with it. Trying to make an engine live (ie mins) with an EGT of 2,000dF is about impossible (again talking about 3rd gen typical engines).

Now what happens on the typical chassis dyno?.
And while others may vary, I talking about several that I've seen in use.

They typically get the the roller spinning, using the lower gear (s), and then once in high gear hammer the throttle and take there sampling data. Generally from peak torque and then measure to what ever peak rpm they feel safe with.

Which is fine.

But, there are a few flies in the ointment.
The EGTs are just a flash reading.
AND the AE from the hammer drop when going WOT can be a signifigant amount of fuel that will artifically fuel the motor. So you might have an engine that reads 12.5 on the dyno, and then thru the lights reads at 13.. And while the EGT might be a good number on the dyno it too can be too high going thru the lights.
And if your talking WOT more then for just a few seconds like in drag racing these minor issues can be devistating at the track. If in doubt take a gander at how much time the NASCAR guys spend looking at plugs at Daytona. And they certainly have done there homework.

Now, armed with this you can see where quote unquote some miracles can be found on the dyno.

And, if you throttle lift with a 4 speed and shift low enough to not be in static injector condition when you delta TPS in the gear changes, you have some AE available that an auto tranny guy doesn't.

And depending on WHEN you go static, and if you are, changes the whole dynamics of what AE can mean and what it contibutes when in PE or some combo of PE, AE.

BTW, at 3K rpm, you have ALOT of injector time to dump ALOT of extra fuel to carry you well into your run, when using a chassis dyno. And with the high HP engines they spin the rollers up even faster so the extra fueling carries on even longer percentage wise into the run.