Actually -- slight amendment to that: All those bolt-on's plus a tune will surpass a stock Nismo -- but... the fact that it takes TP's to be in the same ball park suggests that the Nismo just flows a lot a lot more freely than a regular Z, which makes me think the VVEL is the key.

If somebody has a Dynojet drf for a Z with just CBE and tune, please send me the file so I can get a better idea just how far apart they are :tiphat:

I've seen/heard of stock Nismo's in the 295-298 whp range consistently. That mother-effin VVEL!!!!

The Main difference from a numbers standpoint between Mustang and dynojet, is that with Mustang you can change a Value to either make it read higher or lower. Mustang has this power/coast down procedure that u perform several times thats gives you a value. You take those values and then average them out and thats the value you are suppose to use in the Mustang software. Now if you maunually make that value higher or perfrom the power/coastdown procedure wrong and it gives you higher numbers...the dyno will read higher. Same is true with lower values

Now with a dynojet, that number isn't adjustable, that's why its the industry standard and everybody compares them. Now we have both, and they both work great for what they do. If we are talking about a accurate numbers stand point, its no doubt that the dynojet is more accurate. If we are talking about a load control and variable tuning tool, no doubt the mustang is better.


Quick story, we used to do alot of Porsche product testing. Specifically on the 997 Carrera 4. Company was making intakes and exhaust on a already pretty well engineered N/A 3.6 liter. Long story short, is that no matter what this company did they couldn't make any more power with there products. They got everybody involved including current and previous Porsche engineers. Through this process with them being here they had brought all the factory calculated drivetrain loss figures (from Porsche R&D), stating that there was a 13% drivetrain loss on that vehicle. Well with 340BHP, we consistently got 293-296 WHP on over a half dozen Carrera 4's.

So that is one specific instance of the accuracy of dynojets numbers. When you compile that with the 100's if not 1000's of stock NA cars that we have done with the information that is out there, dynojet numbers always seem to be on par with what is expected to see HP at the wheels....

^^^ Very informative! So if I'm reading this correctly, Mustang dyno's may read high, low, or accurately, whereas Dynojet's are more comparable from dyno to dyno...

IIRC, stock 370Z's hit the dynoJet's at around 270-275 whp, which is approximately 19-20% drivetrain loss. That makes sense to me.

Unless you're in the 1000 hp club, and at a dyno day to show off grotesque power numbers, I think it's important to remember that the dyno is ultimately a tool for tuning.

sounds about right, my baseline was 277rwhp, dynojet SAE C.

^^ Yes sir dynojets are all calibrated at the factory and the shipped out to the shops, and there is no adjustment parameters for the shops. I really like both the dynos alot, and give custmers the option to decide which one they want. Usually they just ask us what is best and we lead them in the right direction. Also our dyno jet is only 2wd so when it comes to the AWD cars they all go on the mustang. We just did a G37X with all the bolt ons and we ended up with 305whp on the mustang...

I can see that uprev is popular there in the US... anyone ever tried using FCON V Pro or FCON IS? wonder what increase u can get with a Tuned FCON....

Is that the Amuse ECU? Isn't that just a straight replacement of the factory ecu? UpRev is popular since it can be tuned with each modification as you go. It's most cost effective to save until the end once all the breather mods are done.

The VVEL code tuning will be the biggest breathrough in terms of ECU tuning and how much power can be gained. The UpRev really just smooths out the AFR and maybe plays with the timing a little. And of course, manages boost in FI applications. It's definitely nice to have once you have done full intake and exhaust mods.

Its HKS Bro, HKS USA F-CON V Pro Ver 3.3 (more)

If someone can tune uprev here in my country, would definitely consider in having one.. read lots of good reviews on them...

As tuning goes, I've heard that it's very user friendly. In fact, the reviews I've heard from people who are professionals and know what they're doing say it's one of the best.

The worst: Greddy E-manage, AEM Stand Alone, Haltech

This is why I've said elsewhere that Mustangs and other load bearing dynos can either break hearts OR lift spirits -- there's too many fudge factors.

This is also why I pretty much only go by dynojets for determining power figures.

Load bearing dynos are better for tuning, tho.

I go to the dyno just to compare (roughly) against my base run to give an idea of specific mod gain/loss,, I actually prefer to tune on the road, although granted this is a tough scenario for many obvious reasons, I feel I get a better 'all round' tune out of the vehicle.
Just my personal pref, I know guys who swear by dynos for everything and I agree they are a great tool, but don't read to to much into the result, go by feel after ward, peak power is such a small factor in an all round set up.

Oh OP - 296 best I have seen, baseline 276

subscribing for info

I'll get a dyno run in after the GTM Res TP that are getting installed soon. I have Stillen G3 and HKS Hi Power right now. I'll skip pulleys for now. I never did a baseline...

well I made about 352 on a dynapack (which reads a little higher) with my G37 (I think it has a less agressive tune) with Kinetix HFC (For sale btw), Stillen Gen 3, and Invidia Gemini Exhaust.