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- Camaro V6 LFX Engine, Exhaust, and Bolt-Ons (https://www.camaro5.com/forums/forumdisplay.php?f=148)

- - 2012+ LFX Dyno Thread (https://www.camaro5.com/forums/showthread.php?t=233394)

In lieu of the v6 forum being broken up into LLT and LFX sections, it only makes sense to have our own Dyno #s thread here.

Stealing from the LLT thread (credit to bmorecam's original thread)

To add your dyno times, please do so in the following format:

Type and make of dyno: (ex. dynojet model 248x, mustang, etc.)
ODO at the time of the dyno:
Temperature:
Manual/auto:
Gear used(3rd or 4th):
Modification:
Correction used(STD or SAE):
Result:

Here's our spreadsheet for keeping track:
https://docs.google.com/spreadsheet/...=0&output=html

More information from bmorecam in the LLT forum's dyno thread:

Quote:

Originally Posted by bmorecam

When we dyno our car there are 2 major component that most dyno use to calculate accurate result. They are the correction factor and temperature(weather station). There are over half of dozen corrections that can be used but here in USA we only use 2, the STD and SAE. Since there seem to be so much confusion surrounding this 2 calculations I will try to make this as simple as I can for you guys that want to know more about these very important factors that is part of every single dyno.

First, lets understand why these corrections was created in the first place. The correction standards were developed to discount the observed horsepower readings taken at different locations and weather conditions. It is obvious that an engine builder in Colorado could not produce as much horsepower as a shop at sea level. There is just less oxygen for the engine to burn at the higher altitude. What are less obvious are the other weather condition effects on the engine. So in order to compensate for this all advertised horsepower is "corrected" to several different industry standards.

SAE:
"SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg of dry air and 77 F. This SAE standard requires a correction for friction torque.

STD:
STD is Another power correction standard determined by the SAE(society of automotive engineers). Power is corrected to reference conditions of 29.92 InHg of dry air and 60 F. Friction torque is handled in the same way as in the SAE standard."

To sum everything up, both correction factors basically mimic a preset condition which was created by the society of automotive engineers. So... although the SAE correction factor is recognized today as the "standard" correction in the automotive industry, this does not mean reading a dyno number with STD cf is wrong. No matter which correction factor your dyno shop use, you should get an accurate comparison as long as you compare SAE vs SAE and STD vs STD. Never compare a dyno run with two different type of correction.

Attachment 835751

Here's an example of the format to post:

Type and make of dyno: DynoJet (unsure of model)
ODO at the time of the dyno: 9,995
Temperature: 82*
Manual/auto: Manual 6-speed
Gear used(3rd or 4th): 3rd gear, 4th was hitting the speed limiter
Modifications: Cold Air Inductions' cold air intake and RX catch can. Otherwise stock.
Correction used(STD or SAE): SAE
Result: 270 hp / 232 tq

I just got my numbers today :thumbup:. Could you add me to the list.

Type and make of dyno: DynoJet 248E
ODO at the time of the dyno: 20,510
Temperature: 89.5*
Manual/auto: Auto
Gear used(3rd or 4th): 3rd gear
Modifications: Cold Air Inductions cold air intake, V Max ported throttle body, Corsa cat back exhaust.
Correction used(STD or SAE): SAE
Result: 277 hp / 239 tq

http://i1263.photobucket.com/albums/...e/IMAG1053.jpg

Thanks for posting, really expected you to have slightly higher numbers since
Meissen had 270hp with cai only. 87 octane?

yeah me too. I was hoping for at least 280. He has less loses with a manual.

So the exhaust gave you around 4hp based on the original tb tester got 273 with cai and tb.

I guess so. I believe corsa stated like 6 hp, buuttt I could being pulling that number out my a**.

as for octane I had a bit under a half of tank of 87 and I filled with 91 the day before.

Wonder if the 87 hurt your numbers. Maybe the ecm retarded the timing cause it still recognized 87

not sure. I tried to burn that tank of 87 out and I just couldnt do it.

Jegs back ordered my exhaust a couple weeks but hope to have soon and will do dyno. Want numbers before doing a tune.

I'm debating the tune now. Actually was just looking at the JRE page. I can't just leave my car alone :facepalm:. I'll dyno it again if I tune it. For $75 I got 5 pulls. I'd love to just skip all the little stuff and get some FI!

I have been looking at the IPF and Triffecta Tunes? IPF claims 10% increase, so i would like to see some dyno results showing that.

Everyone seems to love their triffecta. I was going to look into that too. I'd need to see the numbers too.

Stock 2012 LFX LS 6sp manual

Type and make of dyno: Land & Sea “Dyno-mite” 24″ roller dyno
ODO at the time of the dyno:4000
Temperature:90
Manual/auto:M
Gear used(3rd or 4th):3rd
Modification:none
Correction used(STD or SAE):SAE
Result:284.8 hp / torque clost to 246 at peak

Updated! Impressive numbers guys!

I'm very impressed by sycraft's numbers. I wish he would post his after numbers!

Quote:

Originally Posted by HP Turbine (Post 5582549)

I'm very impressed by sycraft's numbers. I wish he would post his after numbers!

I will, but have to wait for the article to be released, impressive though !! it is above 400 now.....

Oh I know you have to wait. I've been waiting eagerly. but that number is promising so far!

Also, would like to know if there is a difference in the Dyno used for his numbers stock to be so much higher then everyone else, especially HP since you did 3 mods.

other than being a manual, I think he has magic in that engine.

Lets NOT start comparing dyno graph A to someone else's unless you were both dynoing at the same facility.

A dyno result should be for you. Use it to compare future dyno plots to see gains/losses from mods or whatever. You should use the same dyno facility to get the best comparable data - you should also dyno in the same weather conditions.

Comparing dyno plots to others is almost pointless.. too many variables are at play to get a fair comparison.

For example you could take your car & current set up TODAY to 5 different dyno's in your local area and you'd get 5 different numbers.

Dyno's are a tuning device not a precision machine.

What's even more absurd is how someone will dyno on a Mustang dyno, get XXXwhp and claim that it's X% higher on a dynojet without even testing it on a dynojet.

Im impressed w/all...keep moddin I like to see the results

Quote:

Originally Posted by IneedAZ (Post 5580638)

I have been looking at the IPF and Triffecta Tunes? IPF claims 10% increase, so i would like to see some dyno results showing that.

Good luck trying to get a dyno sheet for IPF. I asked them a while ago about info and all they responded quickly and said was the 10% gain etc, as soon as i asked for a dyno i never heard a reply again, i then sent another message and still no reply. plus there dynos are iffy cause they show crank hp or something.

I have no real issuses with trifecta, Im happy with it, plus you can get e85 and no2 tunes with trifecta

I am at the dyno today waiting for my turn. Hope to have results soon.

Well, think i waisted my time doing the dyno today. My numbers were way less then expected. 269hp and 236TQ. 92 degrees w/58% humidity. Used a Dynojet with SAE correction. 11,100 miles

Couple things the guy running the dyno mentioned that the air temp/humidity hurt my numbers a little. Also, he said my numbers would have been higher with 18" or 19" wheel/tires instead of the 20s. He did say his dyno is the latest model and calibrated within the last 6 months.

I would like to ask those that did the dyno already to list your rim size and do u know when the dyno was last calibrated.

I did mine on 20's. I'm not sure the last calibration, but I could find out.

Quote:

Originally Posted by HP Turbine (Post 5609022)

I did mine on 20's. I'm not sure the last calibration, but I could find out.

we were close in tq but u had me by 8hp

yeah. still a good run. Now its tune time!

Wait. I'm sorry but why would the HP be higher with smaller rims??? I know the radius of the wheels between the 18s, 19s, and 20s is practically similar and the weight difference between the three is also minimal. So what would make more HP?

Dyno guy was talking about rolling mass. He said he had a car on the dyno that they changed the tire size by 2" and showed almost 80hp less

80! seems a bit much. If you had small tires tires A) you'd need to recalibrate your speedo. B) It would look stupid.

Keep the 20s

I wouldn't change..just stating what he said he experienced by just changing tire sizes.

I have the 18" steelies - not sure how much lighter they are compared to the full on rims but I think your biggest pain point is the heat and humidity. Would have been good to see what the dyno numbers were when stock to really have a comparison.

The real truth to dynos is that you can't 100% compare your dyno numbers to anyone else's unless it was on the same dyno with the same conditions. Each dyno is going to be different - some in my town are known to be ball busters while others are known to read high. Then other companies are known to mess with the calibration for any car that wasn't built by them just so they can sell you performance parts and then adjust the dyno back to normal so they can show a huge improvement in HP after they're done.

Were you running 87 octane or 93?

Sorry looking at that link I realized mine are 18" -- I have the heritage steelies that come on the LS.

Running 93 octane last 4-5 months

Tampa Orlando Dyno Tuning Camaro Corvette CTS-v GTO GM Trucks performance tuning

Mass build cars should have about the same horse power after leaving the factory. They have the exact same drivetrain built, but there is a little room for elevation and fuel type. On the same dyno, on the same day, they will be very close.

Its the dyno that plays the larger factor. Some dyno's read higher or can be made to read higher ( because higher numbers will help advertising for the shop), and some read lower and several reasons come into play on that.

Example,
Yesterday, I was tuning a package that the owner said was previously dyno'd at 499 RWHP on a mustang dyno in January on a dyno in Virginia on a cold winter day.

So like normal with no changes made to the calibration, Tampa Tuning did the normal baseline dyno pull, and we come up with 393 RWHP and 5 degrees of knock on a 248 Dyno Jet. Normally, Id expect those numbers to be reversed on two dyno types.

After tuning the package, I build it up to 430 RWHP.

So like I do with every client after we finish up the dyno tune and the street refinement process with them driving, I always ask if they notice a differance. The smile never lies. According to the owner, the car was faster with being quicker and smoother through the RPM band now. He was able to drive with the A/C on without the car stalling, and although the numbers were differant, the car performed much better.

So, the dyno is a tool. More can go into factors on why dyno themself read differantly, compared to why the same build packages on the same make and model vehicle, have differant numbers from dyno to dyno.

The dyno only shows me a graph of numbers, My HP Tuners scanner shows me how and why im getting those numbers.

www.TampaTuning.com
Phil

I was running 93 with my graph as well.

Good analysis, Phil, thanks.

I dropped almost ten pounds per wheel when I dumped my steelies and went with my aluminum wheels. Anybody need a set of four boat anchors/ashtrays?

People always seem to dwell on how heavy the stock mufflers are, and completely ignore how much their wheels weigh. Unsprung weight plays a (much) larger role in how your car accelerates, brakes and turns than any other weight loss regimen. Doubtful it would play much of a role in peak HP numbers, but it would make a difference in how fast the car is able to get to redline.

John B.