S54 Dyno Database

[digger]

Funny my guy says the opposite that dynojet is the clout king because they almost always read higher. The mustang seems to simulate more real world scenarios as it is load and temperature based for the correction. But honestly they're all bs. You can't compare ANY of these directly to each other because there are too many variables that are not kept consistent between them all. Time of the year, altitude and pressure differences, calibration of the dyno, etc.

A dyno reading is nothing more than simply a DATAPOINT that you can't compare directly with someone else unless they run their car on the same dyno at the same shop right after yours so weather conditions are also the same. The best you can use the numbers are for is a reference.

I REALLY wish I had the luxury to have dyno'd my car before the headgasket blew but that simply wasn't an option. That would have been my direct comparison of the modifications.

BTW give this a read on the types of dynos. Interesting info for anyone wondering:

https://www.1addicts.com/forums/showthread.php?t=214597

lol at dyno operators, theirs always reads correct and everyone else's is wrong........

That 1addcits link is garbage info btw

[thegenius46m]

Mustang (load type dyno’s) can be made to read whatever the operator wants them to read…they are much easier to fudge then say a Dynojet…which is more or less why it’s become the industry std. You can’t just say Mustang’s automatically read X % lower than a Dynojet…that’s a myth. I’ve seen some Mustang’s actually read higher than a Dynojet. A lot of operator’s tend to calibrate their Mustangs to ‘approximate’ Dynojets because it is the industry std…and they don’t want to lose business to someone down the street w/a higher reading dyno. It is a business after all, and they realize that we as enthusiasts (and after dumping untold amounts of cash in our cars) like to see big numbers—lol.

Funny my guy says the opposite that dynojet is the clout king because they almost always read higher. The mustang seems to simulate more real world scenarios as it is load and temperature based for the correction. But honestly they're all bs. You can't compare ANY of these directly to each other because there are too many variables that are not kept consistent between them all. Time of the year, altitude and pressure differences, calibration of the dyno, etc.

A dyno reading is nothing more than simply a DATAPOINT that you can't compare directly with someone else unless they run their car on the same dyno at the same shop right after yours so weather conditions are also the same. The best you can use the numbers are for is a reference.

I REALLY wish I had the luxury to have dyno'd my car before the headgasket blew but that simply wasn't an option. That would have been my direct comparison of the modifications.

BTW give this a read on the types of dynos. Interesting info for anyone wondering:

https://www.1addicts.com/forums/showthread.php?t=214597

[stash1]

Yeah you can’t compare dynos directly at all. It’s solely a datapoint but I’m still very happy especially given my injectors were a limiting factor.

I think you hit it dead on with the comparison or lack there of statement. WCF is indeed weather correction factor. I know for sure a dynojet will read higher, I believe 5-8%? In that case I’d still be in the mid 360whp range which is fairly impressive for a 125k mile stock bottom end if you ask me! Bottom end has impressive leak down but it’s still orignal. I’m happy either way.

Mustang (load type dyno’s) can be made to read whatever the operator wants them to read…they are much easier to fudge then say a Dynojet…which is more or less why it’s become the industry std. You can’t just say Mustang’s automatically read X % lower than a Dynojet…that’s a myth. I’ve seen some Mustang’s actually read higher than a Dynojet. A lot of operator’s tend to calibrate their Mustangs to ‘approximate’ Dynojets because it is the industry std…and they don’t want to lose business to someone down the street w/a higher reading dyno. It is a business after all, and they realize that we as enthusiasts (and after dumping untold amounts of cash in our cars) like to see big numbers—lol.

[thegenius46m]

I'm not the ultimate dyno guru or anything, but I believe that the WCF number is the generally accepted one to go by...someone please correct me if I'm wrong? The WCF number is the weather correction factor figure, and I KNOW that you can't directly compare dyno numbers, but I believe that the WCF number would more closely equate to the Dynojet SAE correction STD J1349. Who knows though how that Mustang dyno was even scaled in the first place...you can't directly compare numbers from a Mustang to a Dynojet...unless the operator calibrates his dyno to 'approximate' Dynojet figures. Again, just trying to educate and learn here folks!😉😎 Glad to see the car healthy again btw, and thanx for posting up the graphs man!

Yeah you can’t compare dynos directly at all. It’s solely a datapoint but I’m still very happy especially given my injectors were a limiting factor.

I think you hit it dead on with the comparison or lack there of statement. WCF is indeed weather correction factor. I know for sure a dynojet will read higher, I believe 5-8%? In that case I’d still be in the mid 360whp range which is fairly impressive for a 125k mile stock bottom end if you ask me! Bottom end has impressive leak down but it’s still orignal. I’m happy either way.

[stash1]

359whp on a mustang dyno and the stock injectors are completely maxed out because the head is too efficient lol. I will be going back for another round once I figure out what injectors to run.

Also before anyone complains, the load is at 2500lbs because the car was running lean on the initial pulls. After the final pull we raised it to 3500 to simulate real world conditions and got within 2hp.

I'm not the ultimate dyno guru or anything, but I believe that the WCF number is the generally accepted one to go by...someone please correct me if I'm wrong? The WCF number is the weather correction factor figure, and I KNOW that you can't directly compare dyno numbers, but I believe that the WCF number would more closely equate to the Dynojet SAE correction STD J1349. Who knows though how that Mustang dyno was even scaled in the first place...you can't directly compare numbers from a Mustang to a Dynojet...unless the operator calibrates his dyno to 'approximate' Dynojet figures. Again, just trying to educate and learn here folks!😉😎 Glad to see the car healthy again btw, and thanx for posting up the graphs man!

[thegenius46m]

Yeah I have been talking with a local tuner to so if the power up top after 7.5k rpms can be addressed. Did a bunch of work over the winter to include having the fuel injectors serviced. All of my injectors were out of spec. It sure how much that will contribute but I’m sure it will help. I’m also planning to get my coils replaced since they are over 10 years old.

Hoping to get back on the dyno this spring to see what happens. Can you share your dyno results? Who did your tune?

359whp on a mustang dyno and the stock injectors are completely maxed out because the head is too efficient lol. I will be going back for another round once I figure out what injectors to run.

Also before anyone complains, the load is at 2500lbs because the car was running lean on the initial pulls. After the final pull we raised it to 3500 to simulate real world conditions and got within 2hp.

[maw1124]

It is waste of money going with these name brand places, they aren't adding value that justifies the premium

This... pre-internet maybe because they were the only ones who knew... Dinan, Alpina, RENNtech and a few others caked out... now the computers run things so you can always go grab HP with a few lines of code, and after that Air, Fuel and Spark is air, fuel and spark... it's easier to understand the governing principles. My personal view is these and some others are pretty maxed out from the factory and any closer to the knife's edge comes at the expense of reliability -- it's all good until it ain't. But the hunt for exceptions to that rule becomes worthwhile (cams, tunes, airflow, exhaust, suspension) -- some of these are more about factory assumptions of customer preference than anything.

maw

[jet_dogg]

Anyone have experience with Steve Dinan's new shop, Carbahn? Seems like he might be a good alternative to Lang. I am thinking about doing a full build on my car but definitely not using Lang anymore.

With someone like dinan you're paying for reputation and qc. The same things you thought you were paying for with lang. Steve knows this and charges a royal ransom for stuff somebody else does for him and he profits off of greater than the person who actually did the work or I would hope not at least. They probably just assemble the stuff and dyno there though I could be wrong of course.

[digger]

It is waste of money going with these name brand places, they aren't adding value that justifies the premium

[stash1]

Anyone have experience with Steve Dinan's new shop, Carbahn? Seems like he might be a good alternative to Lang. I am thinking about doing a full build on my car but definitely not using Lang anymore.

Steve Dinan has been racing/building BMW engines since the 70's as everyone knows, and I'm sure that he has a very reputable/capable machine shop doing his current Carbahn builds...but have you seen the prices!? He's charging around $15k for his builds, and advertising 375 HP! You can achieve similar results w/a healthy factory engine/cams/free flow exhaust/and a solid tune! IMO, it's very overpriced vs. the results.

[eXpensiveGears]

Anyone have experience with Steve Dinan's new shop, Carbahn? Seems like he might be a good alternative to Lang. I am thinking about doing a full build on my car but definitely not using Lang anymore.

[stash1]

I grew up in Montgomery Co. Left for the USAF and returned, then moved to Columbia, Md. Moved again -- sadly. Now stuck in Mo. They don't call it Misery for no reason.

Not wrong about Baltimore. FAR rougher than inner city DC.

Gotcha, yeah, I'd rather be stuck here in Md. than there!😉

[snaponbob]

I started posting up a comparison graph, but realized that your torque numbers are actually pretty comparable to a similar vehicle above 3,500 rpms. (The bell shape of your curve was throwing me off-lol.) Under 3,500 rpms though, your torque falls off of a cliff...that's a characteristic of a large single pipe set up. A traditional well tuned twin-pipe set up will hold a pretty flat torque from just above 2,000 all the way up to red-line. I think my car was down around 50 ft. lbs. under 3,500 rpms...and that was w/tuning. Ha, it's an ok state, if you can avoid Baltimore City...think we're like #2 on the murder rate hit list now-UUGH!

I grew up in Montgomery Co. Left for the USAF and returned, then moved to Columbia, Md. Moved again -- sadly. Now stuck in Mo. They don't call it Misery for no reason.

Not wrong about Baltimore. FAR rougher than inner city DC.

[duracellttu]

Hmm, I have similar mods that were just done with a similar built head as well. 340whp on a dyno jet seems awfully low with that setup. Have you leakdown tested the motor out of curiosity? When I got my stage 3 head back from Lang it had leaking valves and my local machinist had to fix it. Hard to believe cats in section 1 is really robbing 20 whp but it’s been a bit since I checked.


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Yeah I have been talking with a local tuner to so if the power up top after 7.5k rpms can be addressed. Did a bunch of work over the winter to include having the fuel injectors serviced. All of my injectors were out of spec. It sure how much that will contribute but I’m sure it will help. I’m also planning to get my coils replaced since they are over 10 years old.

Hoping to get back on the dyno this spring to see what happens. Can you share your dyno results? Who did your tune?

[thegenius46m]

I didn't want to shit on anyone's parade but that is lang in a nutshell. I often wonder why people spend their hard earned dollars on their unproven work.

I contacted them several years ago for a quote on racp job and one of the guys told me 3-3.5k-ish which is double the going rate. I asked if they had any re-failures and the guy said no etc, the typical sales bs.

That was before I learned the true story of how Andrew got started and all that but people seem to want to give him the benefit of the doubt. I myself would have a real engine builder touch my shit.

For real. I learned A LOT during the process I wish I had known beforehand. I have also learned to NEVER trust someone for guidance just because they have “forum cred” because in the grand scheme the whole “this dude does great work” is worthless majority of the time because a large percentage of people reviewing businesses don’t even have data and proof to backup their claims lol.

You live you learn.

Funny it seems every couple months a new Lang story comes to light. Buddy of mine on here got the street version of a carbon roof from him in 2019 and he had it clear coated after the fact. Well the carbon has completely faded through and his car sees ZERO sun and is garaged lol. Andrew responded with “it’s a racecar product and most people don’t care to complain about it.”

Well of course people aren’t complaining on a racecar. They aren’t looking. That’s no excuse though for poor workmanship and quality. That’s just a cop out.


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