Edmund's 2011 Mustang GT dyno real?
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Mustang_Fan
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- Jan 11, 2010
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I am super super happy i put in my order already!
"Driveline loss for a solid axle-equipped car like the Mustang is typically 11-13%. This is a bit less than the usual 15-18% you'd expect on an IRS car, as solid axles have fewer power-sapping U-joints in their driveline. Hence, we should expect to see about 358-367 rwhp from this car."
395/0.87 = 450 hp crank
365/0.87 = 419 lb tq
"Peak numbers are 365 lb-ft of torque at 4,350 rpm and 395 hp at 6,600 rpm. All of these at-the-wheels figures were obtained in 4th gear on a Dynojet 248 chassis dyno and include a 3% SAE weather correction factor."
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"Driveline loss for a solid axle-equipped car like the Mustang is typically 11-13%. This is a bit less than the usual 15-18% you'd expect on an IRS car, as solid axles have fewer power-sapping U-joints in their driveline. Hence, we should expect to see about 358-367 rwhp from this car."
395/0.87 = 450 hp crank
365/0.87 = 419 lb tq
"Peak numbers are 365 lb-ft of torque at 4,350 rpm and 395 hp at 6,600 rpm. All of these at-the-wheels figures were obtained in 4th gear on a Dynojet 248 chassis dyno and include a 3% SAE weather correction factor."
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Five Oh Brian
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They dyno'd in the wrong gear, guys! They used 4th gear (which is a 1.32:1 ratio) instead of using 5th gear (the 1:1 ratio in the 6 speed).
For illustration, my car dyno'd 364 rwhp last time it was on the rollers. With my automatic trans, my tuner has to lock the tune in 4th gear (my 1:1 ratio) so it won't downshift during a dyno pull. On one run, he accidentally locked it in 3rd gear and my car dyno'd well over 400 rwhp, so we knew something was wrong and caught the gear issue. Locked it back into 4th and it rolled a 360+ rwhp figures like normal.
The '11 GT is not gonna put down 395 rwhp when it's dyno'd correctly!
For illustration, my car dyno'd 364 rwhp last time it was on the rollers. With my automatic trans, my tuner has to lock the tune in 4th gear (my 1:1 ratio) so it won't downshift during a dyno pull. On one run, he accidentally locked it in 3rd gear and my car dyno'd well over 400 rwhp, so we knew something was wrong and caught the gear issue. Locked it back into 4th and it rolled a 360+ rwhp figures like normal.
The '11 GT is not gonna put down 395 rwhp when it's dyno'd correctly!
SpartaPerformance
10 Year Member
5th gear is 1:1? Thanks for letting us know! I've always wondered why most of the time 6spds had 2 overdriven gears. This car with 4 underdrive forward gears should be an acceleration animal!!!!
Mustang_Fan
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Jason, the engineer who dyno'd the 5.0 in the article actually responded to the very same issue in the comments section of that article:
"Jason Kavanagh replied to comment from rrocket
10:14 PM, 03/24/10
The Dynojet itself doesn't care what gear the car's in. Remember, there's a final drive gear reduction after the transmission, which further alters the wheelspeed - engine speed relationship beyond what the transmission does, so there's nothing magical about 1:1.
In fact, dynoing in a gear that's 1:1 usually results in a hair less (yes, less) driveline loss as its a more (the most) efficient ratio in the gearbox. That's why a lot of dyno operators like the 1:1 ratio. Plus, when using an inertia dyno like a Dynojet, higher gear ratios have a lower rate of acceleration, so less power is soaked up in accelerating the rotating masses, which further props the numbers up.
Higher gears do tend to result in higher tire losses since the wheelspeed is higher... at this point all you're doing is trading off one loss mechanism for another. Generally, though, what I've seen come out in the wash is that on an inertia dyno, higher gears will result in higher numbers than lower gears.
Furthermore, higher gears also load the engine for a longer duration, requiring more cooldown, plus put more heat stress on driven tires. As the dyno operator, I don't like either of those things.
"In fact, dynoing in a gear that's 1:1 usually results in a hair less (yes, less) driveline loss as its a more (the most) efficient ratio in the gearbox. That's why a lot of dyno operators like the 1:1 ratio. Plus, when using an inertia dyno like a Dynojet, higher gear ratios have a lower rate of acceleration, so less power is soaked up in accelerating the rotating masses, which further props the numbers up.
Higher gears do tend to result in higher tire losses since the wheelspeed is higher... at this point all you're doing is trading off one loss mechanism for another. Generally, though, what I've seen come out in the wash is that on an inertia dyno, higher gears will result in higher numbers than lower gears.
Furthermore, higher gears also load the engine for a longer duration, requiring more cooldown, plus put more heat stress on driven tires. As the dyno operator, I don't like either of those things.
Inside Line Dyno-Tests the 2011 Ford Mustang GT 5.0
Mustang_Fan
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Motortrend just released their own dyno results!
2011 Mustang 5.0 (4th gear pull, 15% powertrain loss)
Claimed horsepower: 412 hp @ 6500 rpm
Claimed torque: 390 lb-ft @ 4250 rpm
Actual horsepower: 435 hp 6500 rpm
Actual torque: 404 lb-ft @ 4400 rpm
2011 Mustang V-6 (3rd gear pull, 15% powertrain loss)
Claimed horsepower: 305 hp @ 6500 rpm
Claimed torque: 280 lb-ft @ 4250 rpm
Actual horsepower: 308 hp @ 6700 rpm
Actual torque: 287 lb-ft @ 4000 rpm
"The Mustang 5.0 is certainly the most impressive with 435 horsepower - if you can believe it, that figure put its well over the top of both the Camaro SS and Challenger SRT-8. Even though the difference between Ford's claim and what we discovered is not as great, the Mustang V-6's output is no less impressive - especially when you consider its claimed 31 mpg on the highway.
Of course, the best news we discovered on Friday we can only hint at. We believe those dyno figures just have to be accurate, given the outrageous numbers these two 'Stangs threw down at our test track. But you'll have to check back with us bright and early Monday morning to find those out... "
Mustang Power! We Dyno the 2011 Ford Mustang 5.0 V-8 and 3.7 V-6 - Wide Open Throttle - Motor Trend Magazine
2011 Mustang 5.0 (4th gear pull, 15% powertrain loss)
Claimed horsepower: 412 hp @ 6500 rpm
Claimed torque: 390 lb-ft @ 4250 rpm
Actual horsepower: 435 hp 6500 rpm
Actual torque: 404 lb-ft @ 4400 rpm
2011 Mustang V-6 (3rd gear pull, 15% powertrain loss)
Claimed horsepower: 305 hp @ 6500 rpm
Claimed torque: 280 lb-ft @ 4250 rpm
Actual horsepower: 308 hp @ 6700 rpm
Actual torque: 287 lb-ft @ 4000 rpm
"The Mustang 5.0 is certainly the most impressive with 435 horsepower - if you can believe it, that figure put its well over the top of both the Camaro SS and Challenger SRT-8. Even though the difference between Ford's claim and what we discovered is not as great, the Mustang V-6's output is no less impressive - especially when you consider its claimed 31 mpg on the highway.
Of course, the best news we discovered on Friday we can only hint at. We believe those dyno figures just have to be accurate, given the outrageous numbers these two 'Stangs threw down at our test track. But you'll have to check back with us bright and early Monday morning to find those out... "
Mustang Power! We Dyno the 2011 Ford Mustang 5.0 V-8 and 3.7 V-6 - Wide Open Throttle - Motor Trend Magazine
I'm glad he cleared that up. When I dunked mine, 3rd and 4th were nearly identical. My dyno guy had explained it but I forgot.
scupking
Active Member
Wow both of these stangs are great. The V6 makes almost as much hp as the current 4.6 and that 5.0 is just awesome. With just basic mods I see the 5.0 putting out 460-470 crank hp and the V6 around 330 crank hp.
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