Mustang Verse other dynos
Melting Slicks
Joined: Sep 2004
Posts: 3,287
Likes: 1
From: Union City CA
Racer
Joined: Aug 2007
Posts: 327
Likes: 5
From: West Palm Beach FL
St. Jude Donor '11
Dynos
In the Import tuner world this is a known fact. Mustangs are notoriously lower than dynojets.
When my EVO9 dynos at 340 AWHP on a mustang Dyno, it gos 114 MPH in the 1/4 mile (at 12.1 seconds). It seems that most people that use dynojet dynos and get about the same 1/4 mile trap speeds, say their car dynoed in the low 400s. The number doesn't mater, it's the increase that you are looking for when tuning. I don't care if my car baselines 240 HP, Im looking for the increase. After the parts and tuning, if I dyno at 350 HP, now we are talking. To me this is the usefullness of a dyno.... to verify the parts/tuning package improvement in the car, and to monitor AFR. The 1/4 mile will also reveal this but it's difficult to tune on the track. The dyno offers a safe enviornment to experiment and get the best results. I also like a little road tuning to confirm the tune and make small adjustments since the dyno can not exactly duplicate road conditions. My $.02.
When my EVO9 dynos at 340 AWHP on a mustang Dyno, it gos 114 MPH in the 1/4 mile (at 12.1 seconds). It seems that most people that use dynojet dynos and get about the same 1/4 mile trap speeds, say their car dynoed in the low 400s. The number doesn't mater, it's the increase that you are looking for when tuning. I don't care if my car baselines 240 HP, Im looking for the increase. After the parts and tuning, if I dyno at 350 HP, now we are talking. To me this is the usefullness of a dyno.... to verify the parts/tuning package improvement in the car, and to monitor AFR. The 1/4 mile will also reveal this but it's difficult to tune on the track. The dyno offers a safe enviornment to experiment and get the best results. I also like a little road tuning to confirm the tune and make small adjustments since the dyno can not exactly duplicate road conditions. My $.02.
Le Mans Master
Joined: Jan 2003
Posts: 8,596
Likes: 19
From: Portland Oregon
In the Import tuner world this is a known fact. Mustangs are notoriously lower than dynojets.
When my EVO9 dynos at 340 AWHP on a mustang Dyno, it gos 114 MPH in the 1/4 mile (at 12.1 seconds). It seems that most people that use dynojet dynos and get about the same 1/4 mile trap speeds, say their car dynoed in the low 400s. The number doesn't mater, it's the increase that you are looking for when tuning. I don't care if my car baselines 240 HP, Im looking for the increase. After the parts and tuning, if I dyno at 350 HP, now we are talking. To me this is the usefullness of a dyno.... to verify the parts/tuning package improvement in the car, and to monitor AFR. The 1/4 mile will also reveal this but it's difficult to tune on the track. The dyno offers a safe enviornment to experiment and get the best results. I also like a little road tuning to confirm the tune and make small adjustments since the dyno can not exactly duplicate road conditions. My $.02.
When my EVO9 dynos at 340 AWHP on a mustang Dyno, it gos 114 MPH in the 1/4 mile (at 12.1 seconds). It seems that most people that use dynojet dynos and get about the same 1/4 mile trap speeds, say their car dynoed in the low 400s. The number doesn't mater, it's the increase that you are looking for when tuning. I don't care if my car baselines 240 HP, Im looking for the increase. After the parts and tuning, if I dyno at 350 HP, now we are talking. To me this is the usefullness of a dyno.... to verify the parts/tuning package improvement in the car, and to monitor AFR. The 1/4 mile will also reveal this but it's difficult to tune on the track. The dyno offers a safe enviornment to experiment and get the best results. I also like a little road tuning to confirm the tune and make small adjustments since the dyno can not exactly duplicate road conditions. My $.02.
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Michael S. Palmer
Team Owner
Joined: Sep 2003
Posts: 43,084
Likes: 33
From: Raleigh / Rolesville NC
dynos are tuning devices. Only wannabes get hung up on numbers.
Racer
Joined: Nov 2006
Posts: 294
Likes: 0
From: Vancouver WA
My '07 LS2 MN6 with zero mods baselined on Tom's (tjwong) Mustang at 334 rwhp 336 rwt. I've seen dynojet baselines on other stock MN/MZ6 '07's in the 345-355 range. I'm having a hard time believing a 70hp difference but indeed there is a difference.
Le Mans Master
Joined: Dec 2003
Posts: 7,457
Likes: 144
From: NC
The numbers can be fudged any way the operator wants to. When I was last on a Mustang dyno, he mad an adjustment to the dyno to make it compare to a dynojet and under the standard readings it was 343, under the corrected for dynojet readings it was 371. This a stock 05 MN6 coupe. That would have made it the highest factory RWHP coupe on the forum I believe. Point being, it's all in the operator of the dyno.
Le Mans Master
Joined: Jan 2003
Posts: 8,596
Likes: 19
From: Portland Oregon
The numbers can be fudged any way the operator wants to. When I was last on a Mustang dyno, he mad an adjustment to the dyno to make it compare to a dynojet and under the standard readings it was 343, under the corrected for dynojet readings it was 371. This a stock 05 MN6 coupe. That would have made it the highest factory RWHP coupe on the forum I believe. Point being, it's all in the operator of the dyno.
The nice thing with a Mustang or for that matter any other dyno that has loading capability is that I can simulate your car going down the road for real time real road loaded conditions just as if you are drlving down the road. What that means is that I don't have to drive your car down the road to tune part throttle conditions. Or lets say you have a problem with engine mis-fire while climbing a steep grade, well all I have to do is to input the grade of the hill, your cars weight and a drag coefficient and drive the car, if you are towing a load of say 10000# I can add that in as well. Most DynoJets do not have that capability, some have Eddy Current absorbers which is what I have (I have dual PAUs) while others have a mechanical braking device. That is a POS, because as with any friction brake it creates heat and with heat the coefficient of friction changes which changes the load that the operator can apply to the dyno rolls. I can go on and on about load controls as I designed them for paper machines and paper winder controls, the only way to do it correctly is with complex electronics such as eddy current absorbers or regenerative AC Drives.
Last edited by tjwong; Sep 3, 2007 at 07:17 PM.