Gen 3 vs Gen 4 Coyote Engine Dyno Comparison

[OppoLock]

Gen 3 (cold air intake, no tune):
388whp
357wtq

Gen 4 (active exhaust):
408whp (+20)
340wtq (-17)

Time stamp set to comparison.

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[OppoLock]

Worth noting the dyno graph itself instead of just focusing on peak power and torque.

The gen 4 makes approx. 15-20whp more from 6250-7500rpm, basically where the car will be during acceleration runs, especially so for those with the 10-speed and its short ratios.

The gen 3 has both a torque and power spike from 4500-5000rpm, coincidentally where the gen 4 has a small valley. The gen 3's torque peak arrives at that 4500rpm spike, but more or less falls exactly in-line with the gen 4's overall torque delivery. So the peak delta of -17wtq is not telling the entire picture; they're producing nearly identical torque above and below that midrange gap.

In short, the gen 4 makes marginal but noticeable improvements where it matters.

 

[Dave2013M3]

Gen 3 (cold air intake, no tune):
388whp
357wtq

Gen 4 (active exhaust):
408whp (+20)
340wtq (-17)

Time stamp set to comparison.

Remember the Gen3 is also on 87 octane. 1:32 timeline. That's worth some power, that 388 easily could have been mid 390s. I wish they would have run the S550 with at least 91 octane. The S550 hp pretty much peaked at 5800rpm.

There is no doubt the Gen4 is making more power. Love that curve.

 

[Zig]

Worth noting the dyno graph itself instead of just focusing on peak power and torque.

The gen 4 makes approx. 15-20whp more from 6250-7500rpm, basically where the car will be during acceleration runs, especially so for those with the 10-speed and its short ratios.

The gen 3 has both a torque and power spike from 4500-5000rpm, coincidentally where the gen 4 has a small valley. The gen 3's torque peak arrives at that 4500rpm spike, but more or less falls exactly in-line with the gen 4's overall torque delivery. So the peak delta of -17wtq is not telling the entire picture; they're producing nearly identical torque above and below that midrange gap.

In short, the gen 4 makes marginal but noticeable improvements where it matters.

It’s almost like they pushed the ‘bump’ up further in the range. Looks like the 4.8k dip (650) / bump (550) makes its appearance at 6.1k on the 650.

edit: fixed typo.
[fixed typo of 4.4 - the dip/bump starts around 4.4 and is most noticeable around 4.8]

 

[Zig]

Curious as to the source of the dip

edit: any chance it’s 2nd tb related?

 

[MustangMac67]

Curious as to the source of the dip

edit: any chance it’s 2nd tb related?

Maybe the blending of the throttle bodies?

 

[Darkness24]

Please also note that the 24 had not been broken in yet! I'm unsure how much of a difference that makes.

 

[Nexus]

I'd like to see a more apples/apples comparison of a S550 Bullitt VS S650 GT (as both have the MT-82) dyno to see what is different if anything.

 

[slowjim]

Too bad the added weight offsets the power increase

 

[BlackFerret69]

Maybe the blending of the throttle bodies?

You wouldn't think so. The engine is at full throttle for a Dyno run, so you would think that Ford would program the PCM for both throttle bodies to be wide open.

But you never know, the PCM may be programmed to only engage the second throttle body at a given RPM and ignore throttle input.

If so, then it may very well create that dip in the curve depending on how aggressively Ford has programmed the second throttle body to kick in, momentarily creating more air flow and leaning it out for a split second before the fuel catches up.

Remembering that the PCM has to detect the air flow before adjusting the fuel to match.

 

[OppoLock]

Another comparison, this time from Steeda.

'24 Dark Horse (modified w H-Pipe; only adds ~2hp per Steeda)
408whp
357wtq

'21 GT (modified w Ford Procal 4 Kit - link to kit; claims +19hp/+18lb-ft)
398whp
375wtq

Three things worth mentioning here:

1) A Gen 3 with basic bolt-ons (intake, TB, tune, catback) is making more power and torque from 2750 - 6000rpm than a stock DH 5.0.

2) Once again, we see the Gen 3 surge around 4500, where the Gen 4 takes a slight dive.

3) The Gen 4's dual intake setup must really help it breathe at higher RPM, because once again, from 6000rpm to redline, it continues to make power, even over a modified Gen 3 that has it beat pretty much everywhere else across the range.

 

[Zig]

Another comparison, this time from Steeda.

'24 Dark Horse (modified w H-Pipe; only adds ~2hp per Steeda)
408whp
357wtq

'21 GT (modified w Ford Procal 4 Kit - link to kit; claims +19hp/+18lb-ft)
398whp
375wtq

Three things worth mentioning here:

1) A Gen 3 with basic bolt-ons (intake, TB, tune, catback) is making more power and torque from 2750 - 6000rpm than a stock DH 5.0.

2) Once again, we see the Gen 3 surge around 4500, where the Gen 4 takes a slight dive.

3) The Gen 4's dual intake setup must really help it breathe at higher RPM, because once again, from 6000rpm to redline, it continues to make power, even over a modified Gen 3 that has it beat pretty much everywhere else across the range.

If it’s ‘secondary’ related it should be a fairly quick and easy fix. Will be interesting to see what is found once tuning is opened up.

 

[Zig]

…second throttle body to kick in, momentarily creating more air flow and leaning it out for a split second before the fuel catches up.

Pull the snorkels, leave the tbs naked and do a pull?

Edit: ^ while not wholeheartedly recommended. Point being we should be able to determine without having to crack the computer.

 

[Evo1986]

Changes are marginal and yet we probably need to pay pay 10-15K more for the S650 here in Europe

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