Dynojet to Dynomite Dyno Comparison of a 2011 CTS-V Coupe:

[Gary Wells]

Dynojet to Dynomite Dyno Comparison of a 2011 CTS-V Coupe:


Bone stock, Vette Doctors Dynomite Dyno on 09-20-2010:
525 RWHP & 519 RWTQ


After the following mods, (9.5” lower pulley, CAI, 160˚, & Vette Doctors tune) Vette Doctors Dynomite dyno on 09-20-2010:


525 (stock) RWHP to 604.3 (modified) RWHP = 15.1% RWHP increase
519 (stock) RWTQ to 619.2 (modified) RWTQ = 19.3% RWTQ increase


The same car with the same modifications, (no other changes) on Mustang Magic’s Dynojet dyno on 10-04-2010:
556.2 RWHP
554.8 RWTQ


The Dynomite indicated 8.7% (.087) more RWHP than the Dynojet
The Dynomite indicated 11.6% (.116) more RWTQ than the Dynojet

Or:

The Dynojet indicated 13.1% (.131) less RWHP than the Dynomite
The Dynojet indicated 16.2% (.162) less RWTQ than the Dynomite

[jedhead]

My car indicated 443whp 430wtq on a dynapack and 390/382 on a dynojet with a mild tune.

Bob

[94cobra69ss396]

What correction factors did they use on both?

[Gary Wells]

My car indicated 443whp 430wtq on a dynapack and 390/382 on a dynojet with a mild tune.

Bob

OK, so I am curious, which do you believe is closer to a real RWHP & RWTQ #?

What companies dynojet and where located?
And I know whose Dynapack that was and where it is located.

[Gary Wells]

What correction factors did they use on both?
On the Dynomite, I don't believe that they showed a correction factor, and I believe that the Dynojet was either SAE or STD.


Just my personal opinion, but Dynomite dynos read or produce #'s that are notoriously high. I know that there is some variation between different correction factors, but no where that much.

[jedhead]

Here are the dynosheets:

https://www.supermotors.net/getfile/809150/original/stsv-dynosheet-2--copy.jpg
https://www.supermotors.net/getfile/811868/original/stsv-final--1024.jpg

Corsa axle back exhaust and tuned PCM. Otherwise stock.

I expected the dynapack to read higher since the dyno is attached to the wheel hub so there is no rolling resistance, rotating mass of the wheel and tire and tire slippage. The dynojet runs on the sheet are on different dates but under similar temperatures at the same time of the day. The red graph is the tuned PCM and blue is stock. My tune is pretty mild as requested; I mainly wanted better shifting and a more responsive engine which I did get. I also used Chevron 91 Octane from the same gas station on all dyno runs.

Bob

[Gary Wells]

Those are great #'s, Bob.

[jedhead]

OK, so I am curious, which do you believe is closer to a real RWHP & RWTQ #?

What companies dynojet and where located?
And I know whose Dynapack that was and where it is located.

The dynojet is at Superior Automotive in Anaheim. My guess would be the dynojet since it shows a loss of 18% from the rated flywheel hp from the factory. Both runs on the dynapack was with the tuned PCM. The first run the engine was pulling timing because the tune was very aggressive and most likely optimized for 93 Octane gas. I wanted a safe tune for the engine so it runs a little fat and the timing for spark is not as aggressive. However my cam timing is as aggressive as possible without tripping error codes. Although I did not gain very much peak power, the car feels much more stronger in the lower gears since the blower bypass stay closed, bringing in the boost quicker, the throttle opens quicker and wide open in second and third. The transmissions shift a little quicker and firmer in normal mode and I no longer have the drawn out second to third shift when the transmission is cold. In sport mode the transmission shift much quicker and firmer and will make the tires break loose going into second and make the rear squirm shifting into third. Manual mode the transmission shifts very fast and very firm. I am very happy with the tune and highly recommend one.

Bob

[jedhead]

Those are great #'s, Bob.

I was a little surprised at the dyno numbers even on the dynojet. Most of the other dynosheet that I have seen posted on forums and youtube the STS-V is about 360whp on the dynojet and mine was 388 stock. The dealer reflashed my stock PCM a couple months before I ran the car on the dyno and the car felt much stronger after the reflash. I wish I ran the car before the reflash because I can't help but think the latest flash might have something to do with the high power output my STS-V seems to have.
I am looking forward to getting the Spectre Performance intake. I think I will show a gain of 40/32 from my previous best. I want to make sure that I am not leaning out with the intake although Shawn, my tuner, thinks I will be fine.

Bob

[Gary Wells]

I was a little surprised at the dyno numbers even on the dynojet. Most of the other dynosheet that I have seen posted on forums and youtube the STS-V is about 360whp on the dynojet and mine was 388 stock. The dealer reflashed my stock PCM a couple months before I ran the car on the dyno and the car felt much stronger after the reflash. I wish I ran the car before the reflash because I can't help but think the latest flash might have something to do with the high power output my STS-V seems to have.
I am looking forward to getting the Spectre Performance intake. I think I will show a gain of 40/32 from my previous best. I want to make sure that I am not leaning out with the intake although Shawn, my tuner, thinks I will be fine.

Bob
Did you go through D3 for your tune, or did you go directly to CAT? And if you think that the new CAI will gain 40/32 without re-adjusting the tune, this will be interesting, as I personally don't believe that any cai will net you more than 6-7 RWHP / RWTQ without a tune. And if they do a tune, they will open up more to borrow some of that HP from other areas to make it look like it all came from the cai. I know that is not probably not what you wanted to hear.

[Gary Wells]

The dynojet is at Superior Automotive in Anaheim. My guess would be the dynojet since it shows a loss of 18% from the rated flywheel hp from the factory. Both runs on the dynapack was with the tuned PCM. The first run the engine was pulling timing because the tune was very aggressive and most likely optimized for 93 Octane gas. I wanted a safe tune for the engine so it runs a little fat and the timing for spark is not as aggressive. However my cam timing is as aggressive as possible without tripping error codes. Although I did not gain very much peak power, the car feels much more stronger in the lower gears since the blower bypass stay closed, bringing in the boost quicker, the throttle opens quicker and wide open in second and third. The transmissions shift a little quicker and firmer in normal mode and I no longer have the drawn out second to third shift when the transmission is cold. In sport mode the transmission shift much quicker and firmer and will make the tires break loose going into second and make the rear squirm shifting into third. Manual mode the transmission shifts very fast and very firm. I am very happy with the tune and highly recommend one.

Bob

Who did the tune, and how much was it, if you don't mind me asking?

[94cobra69ss396]

You need to find out what correction factor they used on the Dynapack. You can see that they used the SAE J1349 correction factor on the Dynojet. The standard for it is Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity. So say it was a 95 degrees outside with low pressure and high humidity the correction factor could be something like 1.146. If they didn't use a correction factor on the Dynapack then with the 1.146 correction the horsepower would then be 446.72.

[jedhead]

I went directly to CAT. Spectre Performance was able to get a 36whp gain on a Mustang dyno in Ontario when the outside temp was over 100F. Mustang dyno's read lower than the dynojet and the heat that was coming out of my engine compartment was tremendous and I can hear the engine pulling timing. I am quite confident in cooler temps and on a dynojet with an intake that does not have weld flashing in the airflow will give me the 40whp that I am hoping for. The cone filter replacing the stock air filter assembly gave a 16whp bump in power alone. The rest of the piping from the MAF rearward gave the rest of the bump in power. Without all the silencing from the stock set up the supercharger whine is incredible once you get more than about 6 lbs of boost. When I took the car on a test drive in over 100F heat I saw the boost gauge peg, 15lbs in second gear.
I plan on taking the car back over to CAT when the new intake is installed to make sure that I don't have a lean condition and see if any more tweaking is needed. Then I plan on running the car at Superior again to see what gains the dynojet records.

Bob

[Gary Wells]

You need to find out what correction factor they used on the Dynapack. You can see that they used the SAE J1349 correction factor on the Dynojet. The standard for it is Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity. So say it was a 95 degrees outside with low pressure and high humidity the correction factor could be something like 1.146. If they didn't use a correction factor on the Dynapack then with the 1.146 correction the horsepower would then be 446.72.

A Dynapack dyno was not involved. A Dynomite was, and it has been my experience reviewing their charts that Dynomite dynos always read extremely high, regardless of whether a correction factor was used.

However, Dynopack dynos are a different story, and they might read a tad high due in part to the removal of the wheels and tires, and their mathematical formula.

[jedhead]

Who did the tune, and how much was it, if you don't mind me asking?

CAT did the tune and I got a cash discount $400 dollars IIRC. He did spend about 5 hours testing and tweaking and cooling off the supercharger. Shawn has a lot of experience tuning these LC3's, probably more that anyone else in the area.

Bob

[Gary Wells]

03-19-2009: 04:19 PM: (JTHennessey) True Cold Air Intakes – Instock!: “True Cold Air intakes – Instock”: Want to add a quick 15 hp? This is the solution. Completely replaces the factory intake system with our true cold air intake. Last week, Nick @ American Racing Headers was able to test this induction system and was able to show a gain of 18 rwhp!!! Awesome setup. Images attached to this post

05-21-2009: 09:06 AM: “New Era CTS-V Cold Air Intake”: Mike @ New Era tuned a 09 CTSV and tested our intake on it. It made 451rwhp and 437rwtq in stock form and it picked up 34rwhp and 28rwtq with the New Era 09 CTSV intake untuned. After Mike tuned it, it made 505rwhp and 470rwtq.
05-14-2010: 03:11 PM: KPE Cold Air Intake: Designed to draw cold air and fit with the factory engine bay trim. The first CTS-V intake to feature injection molded plastic tube and large filter protected in sealed powdercoated aluminum box. Makes 24 RWHP on a stock motor and even more with other modifications.

06-06-2010: 06:32 PM: Airaid 250-253 - Best prices – Free Shipping!: Airaid Cold Air Intake System for the 2009-2010 Cadillac CTS-V 6.2L Supercharged V8 includes a modular intake tube, air dam and highflow washable air filter. This System will give you 28 HP and 43 FT/LBS of Torque with out a Tune.

07-31-2010: 04:55 PM: KPE: Re: All KPE CAI owners………Instead of using our car, we grabbed a used 2010 CTS-V straight off the lot from our local Cadillac Dealer with 7980 miles which was bone stock. We then installed the KPE intake, and they ran the car again on the dyno..………….they took the average of the three runs which proved an 11 hp increase. They did have a run that showed +20 but the average at full temperature was +11.

07-31-2010: 06:53 PM: newcadman: Re: All KPE CAI owners: As indicated I took my 2009 V auto V (7000 miles) to the same (dynojet) dyno where it was previously tested when it was bone stock…………… Three pulls were made with the now installed KPE cai. End result, the engine made 8 MORE rwhp on its best pull than it did on its previous best bone stock pull.

[jedhead]

You need to find out what correction factor they used on the Dynapack. You can see that they used the SAE J1349 correction factor on the Dynojet. The standard for it is Air temp 77 deg F (25 deg C), 29.235 Inches- Hg (990 mb) altitude-corrected barometric pressure, 0 ft ( 0 m) altitude, 0% relative humidity. So say it was a 95 degrees outside with low pressure and high humidity the correction factor could be something like 1.146. If they didn't use a correction factor on the Dynapack then with the 1.146 correction the horsepower would then be 446.72.

The dynosheet says SAE correction if that helps. I mainly see the dynos as a tool to see what changes in the tq curve any mod give the cars. I seek to maximize the area under the tq curve not necessarily have the highest peak power. I know a few dyno queens that have very impressive peak numbers but are crappy to drive on the streets. Both dynosheets show an increase in tq at low rpm which was what I was seeking along with drivablity improvements.
All three times the temps were between 68 in the morning to 74 in the early afternoon. I ran the car in April and June.

Bob

[jedhead]

I can't speak for the CTS-V, but for the STS-V the stage 2 part of the intake from the MAF to the supercharger is much, much larger than stock (from under 2" inner diameter to over 3") and have no baffles in the airstream. I witnessed the gains that they got on the mustang dyno.

Bob

[Gary Wells]

03-19-2009: 04:19 PM: (JTHennessey) True Cold Air Intakes – Instock!: “True Cold Air intakes – Instock”: Want to add a quick 15 hp? This is the solution. Completely replaces the factory intake system with our true cold air intake. Last week, Nick @ American Racing Headers was able to test this induction system and was able to show a gain of 18 rwhp!!! Awesome setup. Images attached to this post

05-21-2009: 09:06 AM: “New Era CTS-V Cold Air Intake”: Mike @ New Era tuned a 09 CTSV and tested our intake on it. It made 451rwhp and 437rwtq in stock form and it picked up 34rwhp and 28rwtq with the New Era 09 CTSV intake untuned. After Mike tuned it, it made 505rwhp and 470rwtq.
05-14-2010: 03:11 PM: KPE Cold Air Intake: Designed to draw cold air and fit with the factory engine bay trim. The first CTS-V intake to feature injection molded plastic tube and large filter protected in sealed powdercoated aluminum box. Makes 24 RWHP on a stock motor and even more with other modifications.

06-06-2010: 06:32 PM: Airaid 250-253 - Best prices – Free Shipping!: Airaid Cold Air Intake System for the 2009-2010 Cadillac CTS-V 6.2L Supercharged V8 includes a modular intake tube, air dam and highflow washable air filter. This System will give you 28 HP and 43 FT/LBS of Torque with out a Tune.

07-31-2010: 04:55 PM: KPE: Re: All KPE CAI owners………Instead of using our car, we grabbed a used 2010 CTS-V straight off the lot from our local Cadillac Dealer with 7980 miles which was bone stock. We then installed the KPE intake, and they ran the car again on the dyno..………….they took the average of the three runs which proved an 11 hp increase. They did have a run that showed +20 but the average at full temperature was +11.

07-31-2010: 06:53 PM: newcadman: Re: All KPE CAI owners: As indicated I took my 2009 V auto V (7000 miles) to the same (dynojet) dyno where it was previously tested when it was bone stock…………… Three pulls were made with the now installed KPE cai. End result, the engine made 8 MORE rwhp on its best pull than it did on its previous best bone stock pull.

[jedhead]

The Spectre Performance intake will look like D3's

http://www.d3cadillac.com/wp/wp-content/uploads/2010/06/STS-V-Intake.05.jpg

All the pictures that I have seen for the CTS-V is just the cone filter and not a complete replacement of the intake system like on the STS-V. That change may make the difference that is not seen on the CTS-V
http://ecx.images-amazon.com/images/I/410aXv6W1jL._SL500_AA300_.jpg

Bob

[Gary Wells]

Shawn at CAT is one of the best, if not the best, tuners in SoCalfrom what I have heard. Haven't dynoed my Buick there yet, I will when I get a chance, but we got 500 RWHP & about the same RWTQ for the Cad '09 CTS-V. We got 430 RWHP & about the same RWTQ at Vaca when they were in biz, but I don't think that they had all of the granny controls turned off when they dynoed.
BoB- Are you hitting Cars & Coffee this AM.

[jedhead]

No. I need to get the car ready for tomorrow.

Bob

[Gary Wells]

Bob:
Did they give you copies of the dyno graphs showing the increase from the cai?

[jedhead]

Bob:
Did they give you copies of the dyno graphs showing the increase from the cai?

They did not. So far all the testing was done on the prototype. They will test again when the finished production model arrives, then the numbers are supposed to be published then.

Bob

[enkeivette]

So the dynojet reads less power? I thought it read more than the other major type of dyno. I don't understand how these things can vary so much.

Seems like if there was no verifiable standard, a 400hp Mustang from Ford might really make 50hp more than a 400hp Corvette on the dyno Chevy uses, as a purely theoretical example. Calm down Carlos.

[Gary Wells]

So the dynojet reads less power? I thought it read more than the other major type of dyno. I don't understand how these things can vary so much.

Seems like if there was no verifiable standard, a 400hp Mustang from Ford might really make 50hp more than a 400hp Corvette on the dyno Chevy uses, as a purely theoretical example. Calm down Carlos.

In the example that I posted above, yes, the Dynojet read less power than the Dynomite. Dynomite dynos are not very common and I only have 2 sets of readings from a Dynomiite, but both sets of readings are the highest shown on a bone stock auto or manual '09 & above CTS-V. They vary due to different types, different manufacturers, different methods of determining RWHP & RWTQ. In addition to using different formulas for correction factors, altitude, temperature, etc., etc.

For interesting and informative reading about how a dynapack works, and the differences between it and other types of dynos, please see the following:
http://home.earthlink.net/~spchurch/churchautomotivetesting/id12.html

[blackax]

Damn this thread makes me want to get my blower fixed and re-tuned