BIG difference, I strongly recommend using at least the factory heat shields. Blankets are better but definitely don't run it bare.
Not at all, we have seen this even with our somewhat conservative dyno. That is certainly at the edge of the factory fuel system's capacity though.
I think we are splitting hairs here. All dynos will read differently. Mustangs are typically known for being the most conservative. You could argue that Dynojet is pretty "standard" here in the US but even they are not all the same of course. At the end of the day, the dyno is just a tool and comparing results from different dynos will almost always lead to some level of confusion and frustration.
It's hard to argue against dynojet reading high. So 430hp dynojet on a mustang would probably avg 418hp and that's a tad better than fk8 like DRob told Unity.
So I'm confused, is the design of the TSP downpipe only at the size it is because it's trying to achieve a similar level of performance to the other pipes and still not give a CEL? Why don't competitors follow a similar philosophy if that's the case? I can't imagine a single person who thinks having a CEL all the time is okay.
That falls into the same realm as trying to figure out "true weight" on a person if the scale is wrong. If a person who's 200lbs loses 20lbs and reads 180lbs on the same scale, then they still lost the 20lbs.
In our experience the best way to share dyno data is offering comparisons using the same car on the same dyno. I'm not at the office at the moment so I cannot pull our factory FL5 dyno data but I am curious what you feel is a fair result on a dyno for an all stock FL5 on 93 octane.
The goal of the TSP HEDP (and the former PRL HVDP) is to provide an EPA compliant catted downpipe solution that does not make sacrifices. The 400 CEL catalyst EPA catalyst that we use is rated for flow "up to 1000hp" and does not yield a check engine light. The larger than average catalyst we use is required to achieve this.
From wrestling since middle school through college. I can garentee you finding weight is more accurate than dynojet numbers lmfao
Personally I avoid dynojet numbers because they are high. So I take them with a grain of salt. When ever I have had a car tuned I make sure to use mustang.
I do have a funny Mustang dyno story to share. Years ago, before we had a dyno of our own, we worked with another local shop that had a Mustang dyno. I walked in the door expecting the traditional Mustang dyno "heartbreaker" numbers, which would have been fine of course. The results Derek and I got back were comically high to the point that I knew they could not be shared anywhere. We were able to accomplish what we needed with the testing but the numbers were certainly a shock.
I hope you recommended the shop have there equipment serviced.I do have a funny Mustang dyno story to share. Years ago, before we had a dyno of our own, we worked with another local shop that had a Mustang dyno. I walked in the door expecting the traditional Mustang dyno "heartbreaker" numbers, which would have been fine of course. The results Derek and I got back were comically high to the point that I knew they could not be shared anywhere. We were able to accomplish what we needed with the testing but the numbers were certainly a shock.
Thankfully we started with baseline testing and were able to identify the anomaly at that point instead of just testing out our changes and then getting super great numbers back.
They DEFINITELY need a proper calibration but seemed happy having the Mustang dyno with big numbers.
Was wondering the same thing.
