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Old 06-26-2012, 03:25 PM   #1
Founder - Michigan FBody
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Drives: 1994 Camaro LT1, 2016 Camaro LT
Join Date: Jun 2008
Location: New Haven, MI
Posts: 2,596
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:
Gear used(3rd or 4th):
Correction used(STD or SAE):

Here's our spreadsheet for keeping track:

More information from bmorecam in the LLT forum's dyno thread:
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 (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 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.
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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
2016 Camaro 1LT V6 A8 - "Elmo" - LGX V6 with 8-Speed Automatic, NPP Dual Mode Exhaust
1994 Camaro LT1 A4 - "Red Alert" - v6-to-LT1 Swapped Cruiser; Cammed, Stalled, Enjoyed

"Gone But Not Forgotten"
2014 Camaro 1LT M6 - "Cherry Bomb"
2012 Camaro 1LS M6 - "Clifford"

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