Mainline AWD Hub vs high HP AWD set up

We are considering a Mainline AWD 4600 HP dyno With Front hubs rated 1600hp & Rear hubs 3000hp

Those that are using hub dyno for all wheel drive in high horsepower application, what is your experience?

Seeking clarity on front differential clutch failure when running all four hubs on a 1000 WHP AWD dyno.

Primarily a Porsche shop, dealing with 1000+ HP 911 Turbos. We also work on Audi R8s and Lamborghinis pushing over 1500 WHP. The question is, at what power level should we switch to rear hubs only with the front differential disconnected?

We haven't encountered any issues with high HP Porsches, Audis, or Lamborghinis on an AWD chassis dyno jet. It could be specific to wheel spin and other factors, so I just wanted to gain some clarity.

I do know that the modified GTR R35 are run in RWD as the forward clutch cannot handle more than the stock torque levels when forced to run AWD on a dyno.

Thank you

I suggest running them 2WD. I'm not saying the diffs will absolutely fail if you don't, but with zero physical link I've not seen a dyno manage all 4 wheel speeds and vehicle loading properly. I tried this on that dyno again a couple weeks ago and results were similar to in the past. I watched speeds, stopped soon as I saw they weren't being kept even well.

If you monitor front and rear roller speed on a Dynojet you'll generally find they don't stay fully linked due to the v belt design, even when the belt is tensioned beyond suggested spec, but it's not sudden and extreme like it can be on a dyno without a physical link.

Mike,

Thanks for your response.

Mainline states that they are linked but I am guessing there still is speed discrepancy as you mentioned from your experience.

I have not had a chance to test this as we do not have anyone in our area with a hub dyno set up.

Thanks again for your time!

Mike, do they offer a toothed/cog/gilmer belt conversion?

As you say, a "V" belt can slip under high torque and/or centrifugal forces lifting it out of engagement at high rpm. This can be further compromised if it's a sheave configuration (which it would have to be for the loads) as, there can be variations across a poly-"V" belt or even with a matched set of conventional "V" belts.

Nick,

There isn't a physical link between the units so it's all managed with software controlling the retarders.

Gord,

Dynojet does not offer an alternative. It allowed a significant front/rear differential when operating 2WD cars on the AWD dyno since the belt did not transfer well, also on vehicles which aren't full time AWD, as well as vehicles that are full time AWD but have a large torque split. Many modern cars have to be run with all wheels rotating reasonably equally to avoid systems going into fail states, so disabling the dyno's AWD system wasn't a solution.