“The point of a dyno test is to gauge (as closely as possible) the engine performance. It's not much of a predictor of street performance except in relative terms. The losses from the AWD system, particularly one like the SH-AWD system are going to vary constantly, as the torque is shifted in and out of the rear differential. So having the data from a full throttle, straight ahead run on a dynojet isn't going to really tell you anything about how the AWD system adds or detracts from the performance, because spinning a pair of 4000lb drums doesn't really replicate road conditions. On top of that, even if we had an AWD dynojet to test it on, the numbers we'd get would likely be nonrepresentative of street numbers unless we had access to the latest AWD dynojet. Most AWD dynos (including the dynapack) have the front and rear axles decoupled, so the RDX would see something like an "infinite slip" situation. On the street in normal (non slip) conditions, the rear wheels will always turn the same speed as the front wheels because they're coupled together by terra firma. But when you put them on two sets of independent rollers (or hub adapters, as on the dynapack) the front wheels will hardly ever be rotating at the same rate as the rear wheels unless the electromagnetic clutches are fully locked. On the road, even at full throttle the f/r bias in a straight line is only around 90/10% on the RDX - this provides a nice balance between max grip and minimized losses through the AWD. On a typical AWD dyno the brains of the AWD system will see that the front wheels are always "slipping" relative to the rear wheels, and the SH-AWD could potentially bias as much as 70% of the torque rearward, which would result in additional (and unrealistic) losses.