Dynapack DAQ54 4WD Hub Dyno for Sale — 8500 Nm, OBDII & CAN
2026-06-11
Delen:
By Andrius KontrimasMotorsportingenieur — Race-ingenieur in GT3, LMP3 en 24H Series. Oprichter van XTRA Motorsport.
A complete Dynapack hub dyno for sale is a rare thing. This one is genuine — a 4WD Dynapack DAQ54 with the OBDII and CAN upgrade, running the latest Smart Control software, with a full set of wired inputs and adaptors. Below is the listing for the exact unit, followed by an engineer’s guide to what a hub dyno is, how it differs from a roller dyno, and what to check before you buy a used one.
In een oogopslag
- Wat: 4WD Dynapack DAQ54 hub dyno, four-hub system — very low hours (27 h master / 17 h slave)
- Capaciteit: 8500 Nm / 2924 hp (2181 kW) in 4WD; 4500 Nm / 1547 hp (1154 kW) in 2WD
- Max hub speed: 2450 rpm per hub
- upgrades: integrated OBDII + CAN, latest Smart Control software
- kit: 4- and 5-lug adaptors, 2× wideband, 2× EGT inputs, 2× MAP, tacho, TPS, control PC
- Prijs: €65,000 ex-VAT, in Lithuania (EU), shipping available
For Sale: 4WD Dynapack DAQ54 Hub Dyno
De eenheid
- Model: 4WD Dynapack DAQ54, four-hub system
- Capaciteit: 8500 Nm and 2924 hp (2181 kW) in 4WD mode; 4500 Nm and 1547 hp (1154 kW) in 2WD mode
- Max hub speed: 2450 rpm per hub
- upgrades: fully integrated OBDII and CAN modules
- Software: latest Dynapack Smart Control, with independent per-hub control
- Adapters: 4-lug and 5-lug
- Staat: very low use — 27 hours on the master hubs, 17 hours on the slave hubs (counters visible in the software, verifiable on inspection)
Included sensors and interfaces
- 2× wideband lambda inputs
- 2× EGT inputs (wired; probes not included)
- 2× MAP sensor inputs
- Tacho input
- TPS input
- Spare 0–20 V inputs
- OBD adaptor
- CAN adaptor with loom
- PC with SSD and wireless keyboard
Optional extras (available with the dyno)
- 4× extraction fans
- 2× blowing fans
- 1× exhaust extraction fan with 2× 30 cm high-temperature hoses
Price and logistics
- Prijs: €65,000 (ex-VAT)
- Locatie: Litouwen (EU)
- Verzenden: available — buyer’s freight, crated for transport
- Available as of: Juni 2026
Informeer: email info@xtramotorsport.com of stuur een bericht via WhatsApp naar +370 634 55455. Serious enquiries welcome, including inspection and a live demonstration before purchase.
What a Dynapack Hub Dyno Actually Is
A hub dyno measures power and torque by bolting directly to the wheel hubs. The wheels and tyres come off, and a Dynapack pod attaches to each hub in their place. A 4WD system like the DAQ54 uses four pods — one per corner — each absorbing and measuring the load at that hub.
Inside each pod is a hydraulic absorption unit. The dyno applies a controlled load against the driveline and measures the torque the engine produces to overcome it, at every point in the RPM range. Because the load is hydraulic and fully controllable, the operator can hold the engine at a fixed RPM, sweep slowly through the range, or simulate a road-load profile — and repeat it exactly.
The DAQ54 sits high in Dynapack’s 4WD range. Dynapack’s published model range runs from the DAQ22 up to the DAQ99 (18000 Nm). In 4WD the DAQ54 absorbs 8500 Nm and 2924 hp (2181 kW); split to two hubs in 2WD mode it handles 4500 Nm and 1547 hp (1154 kW). That is headroom for almost any road-derived or competition build.
Hub Dyno vs Roller Dyno — Why It Matters
The dyno you tune on changes the numbers you see and the quality of the calibration you can achieve. The difference is not marketing — it is physics.
| Hub dyno (Dynapack) | Roller dyno | |
|---|---|---|
| Aansluiting | Bolts to the wheel hubs | Car straps onto rollers, drives on tyres |
| Tyre slip | None — no tyres in the loop | Grip-limited, slips above ~600 hp/axle |
| Herhaalbaarheid | Identical conditions every run | Varies with tyre temp, pressure, strap tension |
| Tyre wear | Nul | A session can cost a set of semi-slicks |
| Power reading | ~6% higher (no tyre losses) | Lower — includes tyre/sidewall losses |
| Installatie tijd | Longer (wheels off, pods on) | Shorter (strap and go) |
The two facts that matter most for tuning are herhaalbaarheid en no wheel slip. On a roller dyno, tyre temperature, pressure, and strap tension change between runs, and above roughly 600 hp per axle the tyre starts to slip on the roller no matter how well it is strapped. A hub dyno removes the tyre from the measurement entirely. Every run happens under identical conditions, which is what lets a tuner see the effect of a small ignition or fuelling change instead of chasing noise.
What the DAQ54 Measures and Controls
A dyno is only as useful as the data you can pull alongside the torque curve. This unit is configured with the inputs a calibration job actually needs:
- 2× wideband lambda — air/fuel ratio per bank, so fuelling can be corrected per exhaust bank rather than averaged
- 2× EGT inputs — wired and ready for per-bank exhaust gas temperature probes (probes not included); EGT is the limit you watch on a forced-induction engine before damage
- 2× MAP — manifold and boost pressure, the load reference for the fuel and ignition tables
- Tacho input — accurate RPM lock so changes can be made at a specific engine speed
- TPS input — throttle position, so the tuner can choose exactly which throttle or boost zone to work in
- Spare 0–20 V inputs — headroom for additional sensors with non-standard output ranges
With the dyno holding a fixed RPM and the tuner working a known TPS and boost zone, fuel and ignition changes are made in isolation and the torque response is read straight off the graph. That is the workflow a hub dyno is built for.
Maximum Hub RPM and Choosing the Right Gear
Two numbers define what the DAQ54 can absorb: a maximum hub speed of 2450 tpm per hub, and a torque ceiling of 8500 Nm in 4WD (4500 Nm in 2WD). Because the car drives the dyno through its own gearbox and final drive, those hub limits translate back to the engine through the gear you run in. Get the gear right and the dyno captures the full power curve; get it wrong and you either run out of hub speed before the engine reaches peak power, or multiply torque past the absorber’s rating.
The relationships are simple (drivetrain losses aside):
- Hub RPM = Engine RPM ÷ (gearbox ratio × final drive)
- Hub torque = Engine torque × (gearbox ratio × final drive)
Power is the same at both ends, so the dyno reads torque and speed at the hub, applies the known overall ratio, and reports engine-referenced power and torque. A taller gear brings hub speed closer to engine speed — it reaches the 2450 rpm ceiling at a lower engine RPM, but soaks more torque. A lower gear multiplies torque at the hub and saturates the absorber sooner, but gives more engine-RPM headroom before the speed limit. The rule of thumb: the overall ratio must be at least engine peak-power RPM ÷ 2450.
Worked example — Mitsubishi Evo X
The Evo X 5-speed manual (W5M6A) runs a 4.687 eindaandrijving met deze gearbox ratios:
| Gear | Gearbox ratio | Overall ratio (× 4.687) | Max engine RPM (hub at 2450) | Max engine torque, 2WD (4500 Nm hub) | Max engine torque, 4WD (8500 Nm hub) |
|---|---|---|---|---|---|
| 3 | 1.444 | 6.77 | 16,580 | 665 Nm | 1256 Nm |
| 4 | 1.096 | 5.14 | 12,590 | 876 Nm | 1654 Nm |
| 5 | 0.761 | 3.57 | 8,740 | 1261 Nm | 2383 Nm |
Run an Evo X in 5th and the hubs reach their 2450 rpm ceiling at about 8740 engine rpm — beyond most builds’ useful range — while the absorber will still take 1261 Nm of engine torque in 2WD before saturating. That clears a typical 600–700 Nm Evo with room to spare. A higher-revving engine that makes peak power past ~8700 rpm drops to 4th: more RPM headroom (to ~12,600), at the cost of a lower engine-torque ceiling (876 Nm in 2WD). This is the calculation to run for any car before it goes on the hubs — diff ratio and gear ratio in, usable gear out.
Why the OBDII and CAN Upgrade Matters
A bare dyno measures torque. The OBDII and CAN upgrade on this unit lets the Dynapack read the engine’s own data and put it on the same graph as the power curve.
With OBDII connected, the dyno logs the standard PIDs the vehicle reports. With the CAN module configured, you can stream the full set of channels the zelfstandige ECU broadcasts — ignition advance, cam/VANOS angle, MAP, lambda, fuel pressure — directly into the Dynapack software and overlay them against measured torque. The data flow runs both ways: Dynapack torque and RPM can also be sent back out on CAN to the ECU or a data logger.
That overlay is the difference between guessing and seeing. When you retard ignition by two degrees at a fixed RPM and load, you watch the torque line move in real time and decide whether the trade was worth it. For knock-limited engines this is exactly the environment you want — see our guide to engine knock control for why that matters on a forced-induction build. The dyno pairs naturally with any of the standalone engine management platforms we build and wire. None of this works without a clean CAN stream, which is why the dyno’s CAN and motorsport wiring integration is part of what makes the upgrade worth having.
Buying a Used Hub Dyno — What to Check
A used Dynapack is a sound buy if you check the right things. From the buyer’s side, work through this list:
- Software version. Confirm it runs the current Dynapack Smart Control release. Older controllers used combined axle control; the current hardware controls each hub independently. This unit is on the latest software.
- OBDII and CAN modules. These are paid upgrades. Confirm they are fitted and licensed, not just listed.
- Adapters. 4-lug and 5-lug cover most cars; check the bolt patterns match the vehicles you intend to run.
- Pod condition. Hydraulic absorption units are the heart of the dyno. Ask for a demonstration run and watch for clean, stable load control across the RPM range.
- PC and software licence. A working control PC with the software installed and licensed saves a slow, awkward setup. This sale includes the PC with SSD and a wireless keyboard.
- Inputs wired in. The wideband, EGT, MAP, tacho and TPS inputs are wired and ready. Note the EGT channels are supplied as wired inputs only — the EGT probes themselves are consumables and are not included, so budget for those separately.
- Uur. The software holds an hour counter per hub set. This unit reads 27 hours on the master hubs and 17 on the slave hubs — very low for a machine rated to run for thousands.
What the €65,000 reflects
Used Dynapack prices online can look confusing at first. The 2WD 3000 and older 4000-series units listed on RacingJunk and the forums change hands at roughly US$32,000–45,000 — but those are two-pod 2WD machines, often on older software. A new 4WD Dynapack runs well over US$100,000 (4WD configurations have been quoted around US$140,000). This unit sits between the two: a current, top-range 4WD DAQ54 — four pods, latest Smart Control software, integrated OBDII and CAN, and a full set of wired inputs — at €65,000. The price reflects the 4WD capability, the current software, and the upgrades, not an older 2WD unit at a 2WD price.
Shipping, Installation, and What You Need to Run It
The dyno is in Lithuania and ships from the EU. For freight, the pods, controller, and ancillaries crate for road or container transport — the buyer arranges and pays for shipping, and inspection before purchase is welcome.
On site, a Dynapack does not need the massive electrical supply a roller dyno does, because the load is hydraulic rather than electrically absorbed — Dynapack’s own figures cite controlling an 800 kW engine from a single-phase outlet on their performance range. What you do need is a properly ventilated dyno cell: air on the engine and intake, and extraction for exhaust. That is why the optional fan and exhaust-extraction package is offered with this unit — four extraction fans, two blowing fans, and an exhaust extraction fan with two 30 cm high-temperature hoses, enough to set up a working cell straight away.
Specificaties
| Specificaties | Detail |
|---|---|
| Model | 4WD Dynapack DAQ54 (four-hub) |
| Capaciteit (4WD) | 8500 Nm / 2924 hp (2181 kW) |
| Capaciteit (2WD) | 4500 Nm / 1547 hp (1154 kW) |
| Max hub speed | 2450 rpm per hub |
| Type aandrijving | 4WD / AWD and 2WD |
| Controleer: | Independent per-hub, latest Smart Control software |
| Motorgegevens | OBDII + CAN modules (integrated) |
| Lambda | 2× wideband inputs |
| EGT | 2× inputs (wired; probes not included) |
| Druk | 2× MAP inputs |
| Other inputs | Tacho, TPS, spare 0–20 V |
| Adapters | 4-lug, 5-lug |
| Besturings-pc | Included, SSD, wireless keyboard |
| optioneel | 4× extraction + 2× blowing + 1× exhaust fan, 2× 30 cm hoses |
| Prijs | € 65,000 excl. btw |
| Lokatie | Lithuania (EU), shipping available |
To enquire about this Dynapack DAQ54, email info@xtramotorsport.com of stuur een bericht via WhatsApp naar +370 634 55455.