Exactly right. A lot of people can confuse them, especially with the type of dyno that bolts to the wheel hub and brake rotor. WHP is a much more accurate way of measuring real force behind a car while bhp (engine dyno) is used more for diagnostic and tuning purposes (though both can be used pretty much interchangably).

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TC
Current stable:
- 2004 Mazda RALLYWANKEL
- 2007 Saturn sky redline
- 2004 Explorer...under surgery.

Past: 135i, GTI, 300E, 300SD, 300SD, Stealth

I think that he is correct in his nomenclature. Check out this link

http://en.wikipedia.org/wiki/Brake_horsepower#Brake_horsepower

If you are not making smoke at max throttle on the dyno, then I think you are not fueling enough. Not enough air would give lots of smoke. Something is limiting the fuel. You seem to have covered many of the bases so maybe something is amiss with the IP??

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It's always something simple
91 300D 603.960 (from japan) 194K
92 Toyota Diesel Landcruiser HDJ81-t 116K
02 Golf TDI new head courtesy of PO
87 300D
97 BMW 525 TDS Wagon 5spd
bunch of Onan and other diesel generators

Jerry - you are right; I had it exactly backwards - bhp is the hp unencumbered by gears, belts, etc. The following came from Answers.com:

Brake horsepower

Brake horsepower (abbreviated bhp) is the measure of an engine's horsepower without the loss in power caused by the gearbox, generator, differential, water pump, and other auxiliary components such as alternator, power steering pump, muffled exhaust system, etc. "Brake" refers to a device which was used to load an engine and hold it at a desired RPM. During testing, the output torque and rotational speed were measured to determine the "brake horsepower". Horsepower was originally measured and calculated by use of the indicator (a James Watt invention of the late 18th century), and later by means of a De Prony brake connected to the engine's output shaft. More recently, an engine dynamometer is used instead of a De Prony brake. The output delivered to the driving wheels is less than that obtainable at the engine's crankshaft.

SAE horsepower


SAE gross horsepower

Prior to the 1972 model year, American automakers rated and advertised their engines in brake horsepower (bhp), frequently referred to as SAE gross horsepower, because it was measured in accord with the protocols defined in SAE standards J245 and J1995. As with other brake horsepower test protocols, SAE gross hp was measured using a stock test engine, generally running with few belt-driven accessories and sometimes fitted with long tube (test headers) in lieu of the OEM exhaust manifolds. The atmospheric correction standards for barometric pressure, humidity and temperature for testing were relatively idealistic.

SAE net horsepower

In the United States the term "bhp" fell into disuse in 1971-72, as automakers began to quote power in terms of SAE net horsepower in accord with SAE standard J1349. Like SAE gross and other brake horsepower protocols, SAE Net hp is measured at the engine's crankshaft, and so does not account for transmission losses. However, the SAE net hp testing protocol calls for standard production-type belt-driven accessories, air cleaner, emission controls, exhaust system, and other power-consuming accessories. This produces ratings in closer alignment with the power produced by the engine as it is actually configured and sold. The change to net hp effectively deflated power ratings to assuage the auto insurance industry and environmental and safety lobbies.

SAE certified horsepower

In 2005, the SAE introduced a new test protocol for engine horsepower and torque.[12] The new protocol eliminates some of the flexibility in power measurement, and requires an independent observer present when engines are measured. The test is voluntary, but engines completing it can be advertised as "SAE-certified".
A few manufacturers such as Honda and Toyota switched to the new ratings immediately, with multi-directional results; the rated output of Cadillac's supercharged Northstar V8 jumped from 440 horsepower (330 kW) to 469 horsepower (350 kW) under the new tests, while the rating for Toyota's Camry 3.0 L 1MZ-FE V6 fell from 210 horsepower (160 kW) to 190 horsepower (140 kW). Much of the drop can be attributed to Toyota now rating engines on 87 octane, compared to Lexus which uses 91 octane. This is why the same 3.3 L 3MZ-FE V6 engine in the Lexus ES330 and Camry SE V6 did not show equal declines. The ES330 and Camry SE V6 were previously rated at 225 hp but the ES330 dropped to 218 hp while the Camry declined to 210 hp. The first engine certified under the new program was the 7.0 L LS7 used in the 2006 Chevrolet Corvette Z06. Certified power rose slightly from 500 horsepower (370 kW) to 505 horsepower (377 kW).

DIN hp

Like I said, my experience was that if the tach is not working the EGR will not function which in turn prevents the turbo from engaging. I felt like I was driving a beat out 240, but the minute I fixed my tach my turbo worked.

My guess is that the EGR exerts some control over the "Turbo switchover valve" which has both vaccum and electrical lines going to it. I don't really know if this is correct, but it's pretty clear that the 85s have a different electrical setup related to the EGR than the earlier turbo models.

Also as far as the smoke goes. You wouldn't have a lot of smoke due to excess fuel if your engine was in good shape because it would theoretically burn what you put into it at max throttle. When more air is introduced via the turbo opening, more fuel is burned, because it's flowing faster with the same amount of throttle. Right?

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85 300D 180k

Huh

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83 300D Turbo with manual conversion, early W126 vented front rotors and H4 headlights 400,xxx miles
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88 Jaguar XJS V12 94,xxx miles. Work in progress.

My 85' has never had a working tach and the turbo always works.

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1982 280SL - Petrol Green
1994 E420 - Brilliant Silver
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how much torque did it make? what rpm was the hp at and what rpm was max torque at? is there a way you can post the dyno sheet so i can see the power curve? iv measured many cars on the dyno and there is usualy a 20% loss in power from advertized hp to rear wheel hp or torque. so i would think u should show at least 85 and up too 100 maybe a lil over... iv noticed diesels on the dyno seem to be a little closer to their spec. reguardless somthing isnt right because that is less than advertized hp so u def have a problem.. maybe your injectors need servicing. what is ur boost set at? how hot is the cars water temp when the dyno runs were made? how high did you take your rpm during the runs and what gear did u run in?

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1985 mercedes benz 300D turbo diesel
1998 VW GTI VR6
1996 VW GTI 2.0
1999 saab 9-3 turbo
1987 300sdl (sold)

Unfortunately, I wasn't able to get our RPM pickup to work that evening so I have no torque number to share. I can post the dyno graph but I'm not sure how much help it would be. The tack in the car wasn't working at the time either.
We usually see about 20% drive line loss on automatic cars so your number are about what I was hoping for.

Boost was a a steady 8.5lb.
Water temp was ~200*F.
I ran the car in third gear (1:1?)

Would there be an easy way to determine whether the injectors or the injection pump is the problem?

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85 300D
235,000 miles

if the rpm pickup wasnt working u wont be getting accurate numbers. i wanted to put my car on the dyno and couldnt becuase i couldnt get an rpm signal.

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1985 mercedes benz 300D turbo diesel
1998 VW GTI VR6
1996 VW GTI 2.0
1999 saab 9-3 turbo
1987 300sdl (sold)

Our Dynojet figures HP by measuring the time it takes to accelerate a known mass (the drum).
You only need the RPM pickup to get a torque number.

Greg

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85 300D
235,000 miles