Apples to apples S650 dyno numbers stock/93tune/e85 tune. 10R80

[ZXMustang]

Its been a long time coming, but my partner and I have the new Dynojet hub dyno set up and professionally calibrated by dynojet and were able to take it for a spin with our 24 S650 10R80 shop car. Stock car down to the paper airfilters and carbon traps. 300a, 3.15 gears and 10R80.

We did a stock tune (on 93 octane), 93 tune (my file) and an E85 tune (also my file). The results are about what I would expect. You can see the graphs below.

Top is E85 STD. Second should be E85 SAE and bottom are the stock/93tune/E85tune pulls.

As you can see its about a 30hp step from stock to tuned on 93 then another 30hp step to tuned on E85 - give or take.

But the goal with all this is more getting the max (or expected) power, but also smooth and clean drivability which these cars lack from the factory.

The clear lite and part throttle shifting from 1-10 as well as vicious 1-2-3-4-5-6 full throttle shifting thats both fast but safe for the trans. We have achieved all of this.

No need to sacrifice drivability for max power. These are real apples to apples numbers for the same car, same dyno, same fuels, same DA. All in the same day.

Comparing these numbers to any other car/dyno/tuner is not advised since anything can change or skew them in any direction. And remember this is from a brand new - freshly calibrated dynojet hub dyno.

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[DarkHorseTT]

Dark Horse 10r80
Steeda CAI
CJ intake
LTH catless
Forged rear r18 + street R
Carbon driveshaft
7th gear
E85
537 whp
Shoemaker

orange - stock manifold
Red - cobra Jet (made less power)

awaiting g3r blower to see some good numbers

 

[ZXMustang]

Dark Horse 10r80
Steeda CAI
CJ intake
LTH catless
Forged rear r18 + street R
Carbon driveshaft
7th gear
E85
537 whp
Shoemaker

orange - stock manifold
Red - cobra Jet (made less power)

awaiting g3r blower to see some good numbers

Very cool. The CJ intake helps a lot. That with the headers can really push you over the edge of where most s550/s650 cars reach with basic bolt ons. Not sure why yours made less.

Some cam timing changes might help. Not sure how it was tuned obv but rob knows what he’s doing.

 

[DarkHorseTT]

Very cool. The CJ intake helps a lot. That with the headers can really push you over the edge of where most s550/s650 cars reach with basic bolt ons. Not sure why yours made less.

Some cam timing changes might help. Not sure how it was tuned obv but rob knows what he’s doing.

no!) CJ gave less power in NA then stock one))

Rob made great job, yes! But for me a huge surprise regarding CJ. Rob said it is ok, he dynoed it and stock manifold gives more power
OR
To install cams and it will work

but after install of ESs g3r I am 100% sure that CJ will start working on high rpm and small pulleys

 

[Jimbo33]

I am curious how you did it. Usually Dyno runs are with the transmission in 1:1 ratio. In the 10R that is 4th gear and you can't run it to red line because the speed limiter kicks in. What gear did you use for the posted graphs of dyno runs?

 

[ZXMustang]

no!) CJ gave less power in NA then stock one))

Rob made great job, yes! But for me a huge surprise regarding CJ. Rob said it is ok, he dynoed it and stock manifold gives more power
OR
To install cams and it will work

but after install of ESs g3r I am 100% sure that CJ will start working on high rpm and small pulleys

Yeah either one will do fine with the G3R. You wont likely hit the limits of your intake setup with boost until you are trying to hit that 1200+ hp mark. The history with the CJ and the Boss 302 intake on the s550 and now the s650 is that you might lose a bit of tq down low, but you can carry the CJ higher into the RPM range and make more power up top. I did one with a CJ a few weeks ago. Now not being on the dyno, we made 60-130 hits and did pick up just under a half second after tune changes and letting it run out to 8200. 7800 is about the limit of stock intake mani/cams but with the CJ, 8000ish give or take is not a problem. And then you need to pump up the bottom end of the rev range if the car likes it to gain some lost tq back.

And with just about any person with these cars, I'd say that a tune and headers are all you should really do with the coyote. After that just get a blower. There is no need to try and be an NA hero when you basically hit the 500rwhp brick wall and need to spend thousands of dollars just to get another 20hp.

 

[Junkyard Dog]

So SAE you went 437, 466, 495.

Odd that so much more power is waiting at higher rpm with 93, but the horsepower peak is at a lower rpm with E85, even lower than the stock factory tune.


Anyway, since dynos are all so different, and hub dynos read higher, hence the 437 starting point, a better way might be to look at percentages.

The E85 tune increased horsepower 13.3% over stock, and it came it at a lower rpm, too.

Excellent post and excellent information. Thanks for sharing, ZXMustang.

 

[ZXMustang]

I am curious how you did it. Usually Dyno runs are with the transmission in 1:1 ratio. In the 10R that is 4th gear and you can't run it to red line because the speed limiter kicks in. What gear did you use for the posted graphs of dyno runs?

7th gear with the HP Tuners speed limiter patch applied. And with the stock tune we just read it out, applied the limiter patch and wrote it back to the car. The for the 93 tune and E85 tune it was already applied plus all the tune changes.

You also need to put the car into dyno mode with the tune. And you need to force the car into drag mode with the tune as well since the second the ABS errors out, it will lock you in normal mode.

 

[ZXMustang]

So SAE you went 437, 466, 495.

Odd that so much more power is waiting at higher rpm with 93, but the horsepower peak is at a lower rpm with E85, even lower than the stock factory tune.


Anyway, since dynos are all so different, and hub dynos read higher, hence the 437 starting point, a better way might be to look at percentages.

The E85 tune increased horsepower 13.3% over stock, and it came it at a lower rpm, too.

Excellent post and excellent information. Thanks for sharing, ZXMustang.

Thank you. And yes exactly just using this to see the gains is all you can really do. I usually NEVER get into dyno tuning or dyno number comparing. Its almost always a losing fight because someone always has a higher number from another hero run on another dyno in sub 0 DA on a cold car and so on... I prefer street tuning over dyno tuning. Making pulls in the cars actual scenario where it will live. Looking at the logs and following the data. Once thats all done, then for kicks its fun to flash to stock and do a stock to tuned. And for E85 in this scenario, an extra almost 60hp to the tire from a tune only with all the other quality of life tweaks to cooling and the trans and other misc things, this is a home run in my book. And these cars drive NICE.

 

[ZXMustang]

I am curious how you did it. Usually Dyno runs are with the transmission in 1:1 ratio. In the 10R that is 4th gear and you can't run it to red line because the speed limiter kicks in. What gear did you use for the posted graphs of dyno runs?

Oh and the 10R80, 1:1 is 7th gear.

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