Anthony@FFtec
Vendor
- Joined
- Nov 22, 2014
- Threads
- 10
- Messages
- 131
- Reaction score
- 156
- Location
- Bay Area CA
- Vehicle(s)
- IS300
- Thread starter
- #1
While testing out our development PnP 4Bar Tmap sensor today, we seem to have reset our current, standing horsepower world record! :first:
Video here: http://1drv.ms/1FKzIUV
SAE CORRECTION FACTOR
STD CORRECTION FACTOR
**EDIT Since it appears other vendors have decided to use a non-standard correction factor for displaying their dyno graphs to the public, we've opted to also release our graph with the same non-standard correction factor. This graph/power output graph should NOT be accepted as valid or true. It is only being released for the community to have a valid comparison to other vendors dyno charts
**
Check out that consistency!! :eyebulge:
- Technical Details -
Turbo System
BorgWarner EFR8374 @ ~33PSI
FFTEC CylHead/Turbo Flange Adapter
FFTEC Intake System
FFTEC Chargepipe System
FFTEC EcoEconomy Intercooler
FFTEC Exhaust System
Cylinder Block
FFTEC Forged Pistons
FFTEC Forged Rods
OEM Crank
OEM Cylinder Block -- No BlockGuard, Sleeves, CSS, etc.
Cylinder Head
OEM Cylinder Head -- no Port/Polish
OEM Valves
OEM Valve Springs
OEM Camshafts
ECM/Electronics
COBB Accessport Protuned by our own Calibration Staff
Fuel System
Stock Fuel System -- yes, it's possible! ;)
91 Octane Fuel blended with some 101 = ~95-96 Octane
Here is the anatomy behind the posted graph(s).
We experienced and odd blip of throttle closure that we were able to clear up after some dataloging on the drive home. Also, notice that Fuel Rail Pressure is solid!
The car is a monster on the street!!
Originally this post was supposed to be about our Tmap sensor dev. and I'm happy to report that it works PERFECTLY! :cheers:
An interesting note: By definition, our car also appears to have a more broad power band than a Mustang GT.
2015 MGT = ~2100 RPM worth of peak torque performance. (4100 to 6500 RPM)
FFTEC's 2015 MEB (w/ turbo system) = ~3000 RPM worth of peak torque performance (4200 to 7200 RPM).
Woo Hooo!
We'll be bringing more big things to the MEB platform very soon! We've got a lot going on ... :gossip:
-------------------------
**EDIT -- Please read below for information on what to look out for when viewing or interpreting DynoJet horsepower graphs
What is this about Correction Factors??
SAE:
"SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque.
STD:
STD is Another power correction standard determined by the SAE. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard."
There are few standards used in the dyno world for gathering HP and TQ numbers, UNCORRECTED, SAE and STD. Uncorrected is NEVER accepted in the world of dynoing and tuning as it does not factor in any weather conditions etc. Now here is where the big debate comes...is between SAE and STD. SAE (Society of Automotive Engineers) is the MOST ACCURATE AND WIDELY ACCEPTED FORM OF MEASUREMENT when it comes to the world of dynoing.
Most people know that showing STD numbers read higher but not many know why. SAE represents more realistic standard conditions, STD artificially boosts numbers.
Here is some quick math (using assumptions and round numbers):
STD:
Air Temperature: 60F
Absolute Pressure: 29.92 inches Hg
Relative Humidity: 0%
Relative Horsepower : 104.8%
Air Density: 1.223kg/m3
Relative Air Density: 99.8%
Density Altitude: 67feet
Virtual Temperature: 60F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: .955
SAE:
Air Temperature: 77F
Absolute Pressure: 29.23 inches Hg
Relative Humidity: 0%
Relative Horsepower : 100%
Air Density: 1.157kg/m3
Relative Air Density: 94.4%
Density Altitude: 1952feet
Virtual Temperature: 77F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: 1
Another great read about MD vs. DJ comparisons can be read here! Below is an excerpt from the linked thread.
Read more about std vs. sae here: http://ls1tech.com/forums/gears-axles/3478-std-vs-sae-dyno-differences.html
In this industry we must take care and ensure we are comparing apples to apples; especially when record breaking is involved. Its the reason we go out of our way to obtain DynoJet numbers; to give the community valid, indisputable, comparable results... so long as the proper correction factors are being used ;p
Thanks for reading!**
Video here: http://1drv.ms/1FKzIUV
SAE CORRECTION FACTOR
STD CORRECTION FACTOR
**EDIT Since it appears other vendors have decided to use a non-standard correction factor for displaying their dyno graphs to the public, we've opted to also release our graph with the same non-standard correction factor. This graph/power output graph should NOT be accepted as valid or true. It is only being released for the community to have a valid comparison to other vendors dyno charts
Check out that consistency!! :eyebulge:
- Technical Details -
Turbo System
BorgWarner EFR8374 @ ~33PSI
FFTEC CylHead/Turbo Flange Adapter
FFTEC Intake System
FFTEC Chargepipe System
FFTEC EcoEconomy Intercooler
FFTEC Exhaust System
Cylinder Block
FFTEC Forged Pistons
FFTEC Forged Rods
OEM Crank
OEM Cylinder Block -- No BlockGuard, Sleeves, CSS, etc.
Cylinder Head
OEM Cylinder Head -- no Port/Polish
OEM Valves
OEM Valve Springs
OEM Camshafts
ECM/Electronics
COBB Accessport Protuned by our own Calibration Staff
Fuel System
Stock Fuel System -- yes, it's possible! ;)
91 Octane Fuel blended with some 101 = ~95-96 Octane
Here is the anatomy behind the posted graph(s).
We experienced and odd blip of throttle closure that we were able to clear up after some dataloging on the drive home. Also, notice that Fuel Rail Pressure is solid!
The car is a monster on the street!!
Originally this post was supposed to be about our Tmap sensor dev. and I'm happy to report that it works PERFECTLY! :cheers:
An interesting note: By definition, our car also appears to have a more broad power band than a Mustang GT
. 2015 MGT = ~2100 RPM worth of peak torque performance. (4100 to 6500 RPM)
FFTEC's 2015 MEB (w/ turbo system) = ~3000 RPM worth of peak torque performance (4200 to 7200 RPM).
Woo Hooo!
We'll be bringing more big things to the MEB platform very soon! We've got a lot going on ... :gossip:
-------------------------
**EDIT -- Please read below for information on what to look out for when viewing or interpreting DynoJet horsepower graphs
What is this about Correction Factors??
SAE:
"SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque.
STD:
STD is Another power correction standard determined by the SAE. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard."
There are few standards used in the dyno world for gathering HP and TQ numbers, UNCORRECTED, SAE and STD. Uncorrected is NEVER accepted in the world of dynoing and tuning as it does not factor in any weather conditions etc. Now here is where the big debate comes...is between SAE and STD. SAE (Society of Automotive Engineers) is the MOST ACCURATE AND WIDELY ACCEPTED FORM OF MEASUREMENT when it comes to the world of dynoing.
Most people know that showing STD numbers read higher but not many know why. SAE represents more realistic standard conditions, STD artificially boosts numbers.
Here is some quick math (using assumptions and round numbers):
STD:
Air Temperature: 60F
Absolute Pressure: 29.92 inches Hg
Relative Humidity: 0%
Relative Horsepower : 104.8%
Air Density: 1.223kg/m3
Relative Air Density: 99.8%
Density Altitude: 67feet
Virtual Temperature: 60F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: .955
SAE:
Air Temperature: 77F
Absolute Pressure: 29.23 inches Hg
Relative Humidity: 0%
Relative Horsepower : 100%
Air Density: 1.157kg/m3
Relative Air Density: 94.4%
Density Altitude: 1952feet
Virtual Temperature: 77F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: 1
Another great read about MD vs. DJ comparisons can be read here! Below is an excerpt from the linked thread.
Read more about std vs. sae here: http://ls1tech.com/forums/gears-axles/3478-std-vs-sae-dyno-differences.html
In this industry we must take care and ensure we are comparing apples to apples; especially when record breaking is involved. Its the reason we go out of our way to obtain DynoJet numbers; to give the community valid, indisputable, comparable results... so long as the proper correction factors are being used ;p
Thanks for reading!**
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Last edited:
