5.0 Dyno Chart Compilation

[OGFSU]

2016 GT / Auto 6R80 / 3.55 Gears / Stock Pirelli P Zero 275/40/19

JLT GT350 CAI / 47 LB injectors / Borla Catback w X-Pipe Resonator delete

Test run was on a DynoJet , 90 degree day with E85 in the tank.

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[Amaury]

2019 A10 PP1 GT with ARH 1-7/8x3 xpipe long system, factory ported intake manifold, JLT cold air system. Graph shows stock, 93 tune and dedicated E85Race fuel tune using Ignite Red.

 

[TX5OH]

Finally got the car on the dyno. It was on a Mustang dyno, the shop did two pulls one that is converted to DynoJet Numbers and the other is Mustang Dyno numbers. Mods and Conditions are listed below. Longtubes and an Intake Manifold is next on the list.

Car Mods:
2016 GT Premium Convertible
A6 with 3.15 gears
JLT CAI (Stock 2016 IM and TB)
MBRP Muffler and resonator delete (Factory cats and manifolds)
47# Injectors and Shrader Performance E85 tune.

Test Conditions:
Temp-79.5 deg F, 53% humidity and air pressure of 29.53 inHg 50ft elevation
Pull was done in 4th gear since it is an auto

Results:

"Dyno Jet Numbers"
451 RWHP@6200
482 RWTQ@4100

Mustang Dyno Numbers
420 RWHP@6200
441 RWTQ@4100

My runs were done at nearly perfect SAE conditions, but the SAE correction adds about 5 hp.

Update to reflect the installation of the GT350 IM.

 

[Glenn 70]

Hi there


Here is mine and it is important to know this is a standard UK V8 GT PP car and here Ford states our cars make 416PS (410BHP). Our cars make less than American cars in UK due to header change to accommodate RHD and stricter emission controls.

So my car was run on the dyno three times to ensure we were getting stable results and this is what my stock car made:

The run was done in 5th gear for accurate torque results as running in 4th results in a much lower torque figure due to 5th being closest to 1:1


Also please note here in EU/UK we are blessed with Maha dyno technology that accurately measures engine crank power which works very well as my car made 415BHP which is 4BHP over what Ford claim and this slight increase could be attributed to the Corsa Sport catback and/or the fact my car only runs Shell Vpower Nitro RON 99 (Octane 94).

So I am pleased my engine is making the stated book figures and a few BHP more so very healthy. It also proves how accurate the Maha dyno is, it really is a very intelligent piece of kit because you can change air pressure in tyres, wheel size but the engine result is always the same as the dyno is intelligent and calculates engine horsepower accurately without factors such as tyre pressure, wheel size being able to confuse it. It even corrects for temperature, humidity, sea level etc. as well which is very useful.

When I remap my car I shall go back to the same dyno, run another baseline, then flash the car and re-run and overlay the results to see the improvements.


Couple of videos of my car on the Maha dyno:

[ame]

[ame]



I know this is different to how you guys measure power in the US as you focus on wheel numbers, but here in the UK we are more focused on crank horsepower simply as it is more accurate and allows us to benchmark engines more accurately without the need to remove the engine from the car. Maha has a proven track record in UK/EU even to the point Porsche and Audi use Maha dyno's.

Our Australian cars have the same problem with the RH side exhaust manifold on 2015 - 2021 models

 

[Cruzin50]

Just got my car back. Got Stainless works high flow headers, JLT Intake, and Lund 93 and E85R tune. It put down 411 whp stock, 444 whp with 93, and 465 with E85. They couldnt get accurate torque numbers. It was done on a dynojet.

 

[Matthewstorm]

Here's mine.

 

[GT Pony]

Here's mine.

I think that's the most linear HP curve I've ever seen.

 

[Boddie]

Just got my GT dynod today. P1SC Procharger HO with canned tune and grocery store 92 octane. Seems a bit bit low but seems within the normal range.

 

[Boddie]

Was comparing my results above and it seems low compared to almost all other P1SC HO kits. Weird.

 

[ice445]

Stock besides UPR Catch Can and 3 inch Axle Back. 6000FT DA. Never knew this thread was here lol

 

[deanm11]

Stock besides UPR Catch Can and 3 inch Axle Back. 6000FT DA. Never knew this thread was here lol

SAE power adjust for the DA (through barometric pressure) The reported power should be roughly comparable to anyone that has SAE corrected results, regardless of altitude, baro, temp, humidity. Yes, some may argue the adjustment factors aren't perfect... but it's in the ballpark.

 

[Marfty275]

2018GT PP1. Vortech boosted, E85 PBD tune. Texas speed LTH, Roush Axleback. Fore triple fuel pump system. Hellhorse Performance build. PBD E85 tune.

 

[ice445]

SAE power adjust for the DA (through barometric pressure) The reported power should be roughly comparable to anyone that has SAE corrected results, regardless of altitude, baro, temp, humidity. Yes, some may argue the adjustment factors aren't perfect... but it's in the ballpark.

You're right, but what I found interesting was where the peak power was versus where I expected it to be. Seems like most gen3 people make peak power closer to 7000, so I assumed the altitude was at fault for me being closer to 6000 for my peak. Or it has something to do with the 4th gear speed limiter nonsense.

 

[deanm11]

You're right, but what I found interesting was where the peak power was versus where I expected it to be. Seems like most gen3 people make peak power closer to 7000, so I assumed the altitude was at fault for me being closer to 6000 for my peak. Or it has something to do with the 4th gear speed limiter nonsense.

The speed limiter would affect how far the run could go, not the power before the limiter is hit. Your run stop well before 7000rpm and must the limiter. As you point out, the power is already dropping off though.

Looking at your graph closer, my observations:

- Your mid/low-end torque is excellent and above many Gen3 stock dynos, including mine. (post 492 in this thread)
- I agree the top-end power is somewhat weaker than typical. I peaked at about 7000rpm
- Besides the top-end power not looking right, the run is fairly choppy. Even if I put the smoothing down on mine (I have my dynojet run files), it isn't nearly as jagged as yours. If you get the file, you can also easily observe the SAE correction.

 

[ice445]

The speed limiter would affect how far the run could go, not the power before the limiter is hit. Your run stop well before 7000rpm and must the limiter. As you point out, the power is already dropping off though.

Looking at your graph closer, my observations:

- Your mid/low-end torque is excellent and above many Gen3 stock dynos, including mine. (post 492 in this thread)
- I agree the top-end power is somewhat weaker than typical. I peaked at about 7000rpm
- Besides the top-end power not looking right, the run is fairly choppy. Even if I put the smoothing down on mine (I have my dynojet run files), it isn't nearly as jagged as yours. If you get the file, you can also easily observe the SAE correction.

I gotcha. What causes a dyno run to be choppy like that? Just the dyno itself? Wheel slip from having the crappy base wheels and tires? That's good to know the torque is there though. I do really wonder if it's the DA/altitude that's causing the power to peak earlier (and lower) than normal and fall off, but I guess I'd have to see another mountain dweller's sheet to really know for sure. If it's not that, I can only really think of one other reason, that not having mufflers is actually ruining a scavenging effect at higher RPM's.

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