LFX Dyno Thread
The original LFX dyno thread is dead. The google spreadsheet has not been updated in over 2 years; furthermore, the spreadsheet was also deleted. So I have taken it upon myself to organize all the data and start over. In addition to reviving the LFX spreadsheet I have changed the layout. Within the spreadsheet I have the following 'sheets'; stock, bolt-ons; NOs and forced induction. This will allow forum members to easily navigate the data instead of having one continuous list that never ends. Furthermore, it correlates directly to the LFX 1/4mi spreadsheet.
I have added all the members on the original spreadsheet and everyone that posted on the old thread. However, since the old thread will be deleted, I ask that everyone post their dyno sheets onto this new thread with the information listed below. 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: Information Posted by bmorecam; When we dyno our car there are 2 major component that most dyno's use to calculate accurate results. They are the correction factors. There are over half of dozen corrections that can be used but here in USA we only use 2, the STD and SAE. 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 uses, you should get an accurate comparison as long as you compare SAE vs SAE and STD vs STD. Spreadsheet link: https://docs.google.com/spreadsheets...it?usp=sharing |
Stock
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Screenshot - LFX Stock
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Bolt-ons
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Screenshot - LFX Bolt-ons
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NOs
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Screenshot - LFX NOs
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Forced Induction
4 Attachment(s)
Screenshot - LFX Forced Induction
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1 Attachment(s)
Type and make of dyno: Dynapack 53 4WD
ODO at the time of the dyno: Temperature: 72 Manual/auto: Auto Gear used(3rd or 4th): 4th Modification:JacFab LFX Ported Intake Manifold; Overkill 80mm Throttle Body; Twin Turbos GTX2863R; ZL1 Fuel Pump; 3" Straight Pipe Correction used(STD or SAE): SAE Result: 510rwhp/478tq Attachment 835813 |
Good job. Thanks for doing this. Will be posting my results early in 2017. Few more things to do first.
One question.... how is it possible the SYCRAFT pulled a 284/246 with a stock LFX ? |
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Sub'd.....again lol
Should be able to add some FI numbers in the next few months |
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once i get tuned i'll send you my info and chart to post up bro! thanks for doing this!
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