fpevo green dyno numbers
OK just go the car home and WOW!
Boost response is excellent. Drivability is great.
Boost is set to 31psi on pump and tapers to ~27psi at redline.
I was mistaken abou the pump gas numbers though...
pump + alky = 409whp, 423tq
C16 = 430whp, 453tq.
I've only driven it on pump + alky and it is making 2hp less than the last setup on C16. then 411hp c16 vs. now 94+alky 409hp.
Boost response is excellent. Drivability is great.
Boost is set to 31psi on pump and tapers to ~27psi at redline.
I was mistaken abou the pump gas numbers though...
pump + alky = 409whp, 423tq
C16 = 430whp, 453tq.
I've only driven it on pump + alky and it is making 2hp less than the last setup on C16. then 411hp c16 vs. now 94+alky 409hp.
^^^ Great to hear!!!
Is it just me, or is your car with FP Evo Green putting down around 515/545 (Dynojet) on C16?
I wonder if you'll be able to match your old setup's 124mph trap on PUMP gas!!!
Is it just me, or is your car with FP Evo Green putting down around 515/545 (Dynojet) on C16?
I wonder if you'll be able to match your old setup's 124mph trap on PUMP gas!!!
OK just go the car home and WOW!
Boost response is excellent. Drivability is great.
Boost is set to 31psi on pump and tapers to ~27psi at redline.
I was mistaken abou the pump gas numbers though...
pump + alky = 409whp, 423tq
C16 = 430whp, 453tq.
I've only driven it on pump + alky and it is making 2hp less than the last setup on C16. then 411hp c16 vs. now 94+alky 409hp.
Boost response is excellent. Drivability is great.
Boost is set to 31psi on pump and tapers to ~27psi at redline.
I was mistaken abou the pump gas numbers though...
pump + alky = 409whp, 423tq
C16 = 430whp, 453tq.
I've only driven it on pump + alky and it is making 2hp less than the last setup on C16. then 411hp c16 vs. now 94+alky 409hp.
hey could you pm me with your complete setup.thanks
I found this from another post:
Mr.Birdie, hard to tell on the internet but I senses some sarcasm. What I said about the tune on 91 not being a concern is not exactly what I meant. The car is completely tuned to run 91 octane, what I didn't do was try to run 25 psi on it and make absolutely as much power as possible on 91. He was not concerned with making power on 91 octane as a matter of fact he didn't even want a tune for it as the car will only see C16. I tuned the car on the 91 that was in it so he could have a map in an emergency if he had to put 91 octane in the car to get home from somewhere.
Hopefully that is more clear now. The 420 whp it made at low boost on 91 octane is atleast 450'ish on a Dynojet, not bad numbers.
Hopefully that is more clear now. The 420 whp it made at low boost on 91 octane is atleast 450'ish on a Dynojet, not bad numbers.
^^^ That'd only be like a 7.5% correction from the BR Mustang Dyno to a Dynojet... 
Did BR recently change their calibrations from heartbreaker dyno to a normal-reading Mustang dyno???
Did BR recently change their calibrations from heartbreaker dyno to a normal-reading Mustang dyno???
As far as I know it is still the ultimate Evo fanboy ego buster.
I also thought the numbers would be much higher on a DJ.
Maybe some guys that have dyno'd on a DynoJet and trapped in the 124 mph range can chime in.
I also thought the numbers would be much higher on a DJ.
Maybe some guys that have dyno'd on a DynoJet and trapped in the 124 mph range can chime in.
In this business, you can't really blame them...
This would make some of the more recent Green turbo #'s a little more believable; of course now it looks like we have to rely on trap speeds more than ever...
This would make some of the more recent Green turbo #'s a little more believable; of course now it looks like we have to rely on trap speeds more than ever...
