Full Stock Baseline Dynos compared To nothing
Full Stock Baseline Dynos compared To nothing
Alright, I finished installing the Injen, and my dyno appointment is set for this evening, so I'm setting the stage for posting the results later:
Baseline conditions:
-all stock G37S 6MT
-Mustang Dyno
-sea level
-temp in 60s
-humidity unknown
-91 oct Chevron CA blend
3rd run with VDC off:
Average A/F of 11.6:
Injen Dyno conditions:
-all stock G37S 6MT + Injen only
-Mustang Dyno (same)
-sea level
-temp TBD
-humidity TBD
-91 oct Chevron CA blend + a couple gallons of VP 100oct resulting in 93 final oct
-lower fog lamp covers removed
Update #1:
Ok, sorry to excite everyone and have you all wait, but I had stuff after the testing and wanted to provide the results in proper context, so I had to wait to get home.
RESULT:
- Even with around a 30+ change in temperature and a likely similar proportional change in humidity, there was a gain in peak HP and a drop in peak TQ.
- Each run resulted in more power; if I had more cash to burn I would have run the recommended 7-8 runs.
- The average A/F ratio dropped, from 11.6 down to 11.1.
Issues:
- Resetting the ECU was not as simple as I would have liked. I could not accomplish the "method," so I simply unplugged the ECU. The problem is, this was done just before the dyno-testing. I only had a chance to drive around the block a little, so I did not have an opportunity to go at high rpm past second gear.
- Based upon the A/F ratio indicating a richer mix, I believe that the ECU was not calibrated well enough compared to its status during the baseline runs.
- It was 90+ degrees ambient temp. at around 7pm at night. The intake pipes were too hot to touch, and were still very hot after hours of the engine being off.
Conclusions:
- Based upon the weather report, in two nights it will be much cooler at the dyno location, so I can get closer to the temps of the baseline runs. I will dyno it again that evening.
- I will clear out my fuel supply, and return to 91 oct Chevron CA blend only, to cancel out any discrepancies caused by the racing fuel.
- In between now and Thursday evening, I will floor it every chance I can safely and legally do so, to have the ECU hopefully more primed.
- Until the runs Thursday evening, I will not be posting any charts of the Injen runs.
Personal Remarks:
- The intake really does sound amazing. After 3500 rpms, it just transforms the car into a total beast sound-wise.
- For those that said this intake would be their only mod, I would seriously suggest that you reconsider that position, unless your main goal is to have something that looks and sounds badass, as opposed to simply adding performance (in which case HFCs or TPs are the overall best way to go).
-After dealing with the installation completely, I've come to see more clearly several issues that trouble me about the system. 1) HEAT: even though it is sucking air away from the engine, the air still needs to travel through extremely hot pipes (the insulated stock plastic doesn't pose this problem), so the resulting benefits of cold-air are dubious 2) AIR: I removed the plastic fog cover pieces. As you can see, the filters are quite visible and are openly in danger of water exposure and vandalism. The WW fluid reservoir is also undeniably visible, and I would think impedes upon the air flow of the adjacent filter, which may cause an imbalance in incoming air for each side.
Also, if the covers are not removed, then I cannot see much air reaching that very enclosed area, compared with the stock air-intake openings near the grille 3) WATER: hydrolock threat - enough said. Suffice it to say that I will go back to the stock intake during the rainy season.
- I've been waiting for this thing for weeks. My Tanabe mufflers and y-pipe, as well as my Berks have been sitting idly, because I wanted to test this item completely alone on the car. Since I've been patient this long, after the runs on Thursday evening, I will look into other simple avenues of extracting more power out of the Injen alone, aiming to reduce the aforementioned issues.
Till Thursday. In the meantime, I'm gonna cry about how I still haven't removed my stock shift ****. Bloody thing is like a Sisyphean nightmare - it keeps turning, and turning...
Baseline conditions:
-all stock G37S 6MT
-Mustang Dyno
-sea level
-temp in 60s
-humidity unknown
-91 oct Chevron CA blend
3rd run with VDC off:
Average A/F of 11.6:
Injen Dyno conditions:
-all stock G37S 6MT + Injen only
-Mustang Dyno (same)
-sea level
-temp TBD
-humidity TBD
-91 oct Chevron CA blend + a couple gallons of VP 100oct resulting in 93 final oct
-lower fog lamp covers removed
Update #1:
Ok, sorry to excite everyone and have you all wait, but I had stuff after the testing and wanted to provide the results in proper context, so I had to wait to get home.
RESULT:
- Even with around a 30+ change in temperature and a likely similar proportional change in humidity, there was a gain in peak HP and a drop in peak TQ.
- Each run resulted in more power; if I had more cash to burn I would have run the recommended 7-8 runs.
- The average A/F ratio dropped, from 11.6 down to 11.1.
Issues:
- Resetting the ECU was not as simple as I would have liked. I could not accomplish the "method," so I simply unplugged the ECU. The problem is, this was done just before the dyno-testing. I only had a chance to drive around the block a little, so I did not have an opportunity to go at high rpm past second gear.
- Based upon the A/F ratio indicating a richer mix, I believe that the ECU was not calibrated well enough compared to its status during the baseline runs.
- It was 90+ degrees ambient temp. at around 7pm at night. The intake pipes were too hot to touch, and were still very hot after hours of the engine being off.
Conclusions:
- Based upon the weather report, in two nights it will be much cooler at the dyno location, so I can get closer to the temps of the baseline runs. I will dyno it again that evening.
- I will clear out my fuel supply, and return to 91 oct Chevron CA blend only, to cancel out any discrepancies caused by the racing fuel.
- In between now and Thursday evening, I will floor it every chance I can safely and legally do so, to have the ECU hopefully more primed.
- Until the runs Thursday evening, I will not be posting any charts of the Injen runs.
Personal Remarks:
- The intake really does sound amazing. After 3500 rpms, it just transforms the car into a total beast sound-wise.
- For those that said this intake would be their only mod, I would seriously suggest that you reconsider that position, unless your main goal is to have something that looks and sounds badass, as opposed to simply adding performance (in which case HFCs or TPs are the overall best way to go).
-After dealing with the installation completely, I've come to see more clearly several issues that trouble me about the system. 1) HEAT: even though it is sucking air away from the engine, the air still needs to travel through extremely hot pipes (the insulated stock plastic doesn't pose this problem), so the resulting benefits of cold-air are dubious 2) AIR: I removed the plastic fog cover pieces. As you can see, the filters are quite visible and are openly in danger of water exposure and vandalism. The WW fluid reservoir is also undeniably visible, and I would think impedes upon the air flow of the adjacent filter, which may cause an imbalance in incoming air for each side.
Also, if the covers are not removed, then I cannot see much air reaching that very enclosed area, compared with the stock air-intake openings near the grille 3) WATER: hydrolock threat - enough said. Suffice it to say that I will go back to the stock intake during the rainy season.
- I've been waiting for this thing for weeks. My Tanabe mufflers and y-pipe, as well as my Berks have been sitting idly, because I wanted to test this item completely alone on the car. Since I've been patient this long, after the runs on Thursday evening, I will look into other simple avenues of extracting more power out of the Injen alone, aiming to reduce the aforementioned issues.
Till Thursday. In the meantime, I'm gonna cry about how I still haven't removed my stock shift ****. Bloody thing is like a Sisyphean nightmare - it keeps turning, and turning...
Last edited by herrjr; Jul 9, 2008 at 03:06 AM.
^Because I wanted to see the results of the fuel setup that I will actually run on a daily basis. 11.6 AFR is way too high for me; it gets triple-digits where I live, and I don't want to deal with a blown engine.
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wow s h i t s ganna get crazy in this thread...already got acouple people telling me that jwt is "feeling" like its providing more low end power then injen, so i dnt kno how much this dyno can prove.. after owners owning both and giving the jwt the edge.. but it would be nice to see if gamedog and injen werent lieng..
not for nothing but im doubting 14whp, whoes with me?
not for nothing but im doubting 14whp, whoes with me?
