Quote:
Originally Posted by Blueclyde
We need to remember how highly variable chassis dynos are. There will be readings all over the map. I find chassis dynos only to be good for baselining a car you plan to modify, assuming you use the same dyno for your post modification test. To put a car on a dyno and then back-calculate flywheel HP is hogwash. No doubt that Ford is getting every one of those 662 HP and the same for Chevrolet and the 580 HP the ZL1 puts out. I struggle when I hear people speculating about flywheel HP based on chassis dyno results. Too much variability to get good relaibale data. Take it for what it is worth. Trust me. I know what I speak of here.
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Agreed, the dyno numbers are "ballpark"... And while we're at it, so are 1/4 mile times... And it's difficult to reverse-calculate crank-hp #'s when the horsepower starts getting so high, because driveline loss decreases as a percentage as you increase power... The "mysteriously high" rear-wheel dyno #'s aren't mysterious to me whatsoever... There's a point at which it only takes X amount of hp to spin the driveline to the ground, and everything after that is gravy. So your percentage-factor decreases. It's not so much a function of Ford's driveline being amazingly slippery, it's more a function of the engine's power output being so high that spinning everything from the input-shaft back takes a low-percentage of the total output.
The bottom-line, as it pertains to straight-line performance, is that you can't argue-away or alter newtonian-physics to make the ZL1 pull-square with the '13 GT500.
As it pertains to road-course speed, that comparison remains to be seen, and we're all just speculating... Speculating should be done in good cheer and good sportsmanship, and a little jabbing here and there adds flavor as long as it's tongue-in-cheek.
