Yesterday the truck went on the dyno with some guys from another board and it sat outside in 20*f weather for 2.5 hours before coming into the heated shop.

The dyno sheet said 60.4*f air temp.... *AFTER* the second pull I parked the truck and block temp(Autometer Phantom mechanical gauge with sender in side of block) and it was only 150*f at best.

Truck is an 01 Scab 5.4 with the usual bolt-ons. (MicroTuner, Roush intake, ported throttle body elbow, Troyer e-fans, ASP pulleys, Magnaflow muffler/Y pipe)

How much does this affect the dyno numbers on a nonsupercharged engine? Any guesses?

A/F was right around 12.0

(I posted this in the engines forum but nobody replied)

 

what were your numbers- my truck was outside in 12 degrees for about 1hr before i dynoed mine-phil

 

217.6 hp and 298.2 tq

That's with a MicroTuner on max/Troyer e-fans/ASP pulleys/Roush air intake/Magnaflow muffler and Y pipe and ported throttle body elbow.

One thing I did notice is my bank #2 sensor #1 O2 sensor seems lazy compared to the other side. Starting to check prices now. Scanner is an AutoXRay 6000 obdii enhanced. Truck has 26K on it.

 

is that 2wd- my 03 4x4 went 220rwhp and 300tq-
diablosport chip
mac intake
15609 magnaflow exhaust
mustang loaded roller style dyno
unfortunately i was hitting my speed limiter in 3rd gear- 4000 rpms- so i sent my chip back to remove it - should pick up some more ponies between 4000-5300
what rpms were your 3's at- thanks phil

 

This was on a DynoJet. SAE 0.97. The torque peak was at 3800 rpm and hp 4200.

What is the difference between a DynoJet and Mustang if any? I have no idea.

 

2wd, btw. '01 SCab 5.4

 

numbers on a mustang are lower than a dynojet as the rollers are under load as to freewhheling- it's like that so you achieve a-f ratios like in real world driving for better tuning- my peak torque was at 3800 too- funny ford rates peak torque at 2500???????? go figure maybe it's for sales- did you have spped limiter raised- how did your hp look like from 4200- to redline-5300?-phil

 

Hi ChiDiver,

If you'd like to call us & FAX that over to us, I can go over that with you in proper detail, let you know if those numbers are reasonable for your mods or not, and let you know if there is any more power available in the tune, etc.

One thing I *can* tell you is that if you showed peak HP at 4200 rpm meaning, if that was not a "typo" in your post), then something is very wrong - peak power does *not* occur anywhere *near* 4200 rpm. that does not happen until about 4900 rpm even in bone-stock trim, and about 5100 rpm with a low-restriction intake & exhaust system installed.

Ideally (and I do mean under *ideal* conditions), a 1999-2003 2WD 5.4 F-150 can make as much as 190-195 HP at the wheels stock on an accurate chassis dyno & properly placed at TDC on the rollers, but many will only make 165 HP or less stock - like our 2001 5.4 F-150 did. Sometimes it can't get up into open loop properly and there's also the typical variance from one dyno to the next - dynos are not some mythically accurate machine, as some people tend to think of dynos. Their data is relative, especially when we're talking about inertia dynos. Because we do not know what it dyno'd at on that same dyno in stock trim, we really cannot say if those "after" numbers look "good" or "bad." Certainly they are higher than whatever it made stock, but we don't know just how *much* higher than stock on that particular truck.

Speaking of atmospheric data, temperature alone is not the only atmospheric factor at work, by far - humidity and baro pressure are just as important - even more so on COP ignition-equipped FoMoCo's, which all 5.4's have. Now all else being equal, speaking strictly in very general terms, sure - colder air is denser, & thus you'll usually make more power at colder temps. For example, you'll generally make more power at 40 degrees ambient as compared to 90 degrees, and so on. Your truck has numerous sensors & controls that affect power based on everything from IAT to ECT to AFC, etc.

On Dynojets & most other inertia-type dynos, we usually see readings that are too high on the Lightnings (like when you see someone post that they made 330-350 HP *stock* at the rear wheels, which is the norm for a Dynojet, when in reality they're usually more like 310 HP-318 HP at the wheels) and too low on the "regular" F-150's - due primarily to the load factoring being off, the Dynojets have a static 3600 lb. load because they are designed & intended for use primarily with typical muscle cars - like a 3400 lb. Mustang, or a 3600 lb. Camaro, etc. But most of these trucks are at least 5000 lbs., so the load is significantly off - and that's not counting the additional load from aero drag when actually being driven on the street, of course. Don't get me wrong, a Dynojet is a *fine* platform for tuning on, and it's also fine for getting *relative* power numbers - just don't expect it to be something that is absolute or dead-nuts accurate, it's not. For their low cost it's a fine unit.

I can tell what's going on from proper dyno data, so I would suggest giving me a call so we can go over everything in proper detail - then I can tell you something intelligent about your results, also whether or not more power can be made in the tune, etc.

Thanks for your post & good luck!