This post sucks :P

 

Read a lot on the difference between Mustang and Dynojet. Range was between 5 - 12 % !

Read a post from a tuner who had a lot of experience with both dynos - he claimed 6 - 7% and the difference increases with vehicle weight - this makes the most sense based on how the MD loads the drivetrain based on vehicle weight and how increasing weight increases drivetrain friction. Then again, comparisons can only really be done on the same dyno with the same car, so it's all really a mute point.

 

Agreed thank you! the whole point is the car made 33 more hp than the baseline and it feels awesome!

 

I bet! Let me take it to the dragstrip to get a real indication of the HP.

 

I think most of us appreciate you sharing your experience modifying your Boss. You would have had a better reception if you had not set the expectations so high and started the thread after you had the results

 

My same feeling. STI guy, sounds like you were stuck in the middle there with the guys from Evo. Perf. asking you to stall, but I think some track performance numbers would make us all feel warm and fuzzy about the results. Congrats on being the first to have the courage to mess with it. My hat's off to ya

 

Thanks

 

Thanks for posting the results, sir. Definitely valuable information. I'd be interested in seeing what the tune would do by itself, sans hardware changes. Then whenever the TracKey tune becomes available, we can have something to compare it to.

 

Track key won't change HP , hopefully some low end torque

 

Agree with you. Regardless of which type of dyno this was tested on. If this is purely a stock GT vs. a stock Boss this is the 1st evidence I've seen...and this means more to me than 'stock, except this or that'. The torque curve is quite noteworthy. From the GT's torque peak, the Boss is maintaining a higher average across the rest of the band and it's allot more consistant in comparison to the GT's. I think Ford spent some time to capture this behavior and expect cam timing played a part with it also. Making me wonder a little about how the GT would respond with a Boss's ECU. At any rate, this graph is beginning to shift my opinion a bit about using this intake on the GT, BUT, there are still differences between the 2 engines that are still missing on the GT's that would be expensive to duplicate from the Boss. All said and done, would probably be cheaper/easier to sell the GT engine and buy a Boss crate engine and ECU assy. :-)

 

I think that’s still to be determined. From the interview with the engineer I saw, seemed like there was an increase but he wasn't allowed to say there was. The two things we know it won't change is the max speed and reline.


Stiguy, does your tune remove the speed limiter?

 

I'm not the least bit shocked. Those numbers seem fair to me. Far too many of you were expecting this car to be a supercar and that Ford was really lying about the HP. Too many people expected this car to actually be 500 HP.

 

416hp - 7% = 387hp

Looks like STIGUY car is making 12+ hp over the Trackkey tune.

 

This thread has clarified for me, the importance of managing and defining my Modification process. It is important for me to define my goals for my vehicle. With my SN95 I just started Mod-ing like crazy (mostly because there were so many areas for improvement) and I couldn't really tell which mods were providing the most benefit (if any). But still, the modding experience was fun for me and my son and provided great experience. Some of us are modding for performance increases (track or strip), others for Dyno improvements, and others just for the joy of modding. I want to track my Boss so my plan is to run the same track with instruction (and hopefully a Trackey) until I can't lower my times any more. That may take a season or 2, or 3. At that point there will be a good history of Mods and I can choose the ones that will best suit my goals. At that point I will be able to difinitively quantify improvements in the areas that matter to me
I for one, really appreciate 2006 sitguy for jumping out, taking the risk (criticism and financial) and doing the Mods he did. We all learn and benefit!. Thanks 2006 stiguy! Great info!

 

???? The 416 was already at the wheels. Why are you taking away another 7%?? In other words we were comparing 416 rwhp vs. 399 rwhp.

 

I think he was using a loose estimated difference between the dynamometers used.

 

Bossdog thank you for the kind words. In hindsight I should have waited to post up what I was planning on doing...but we all know what hindsight is, and i was very excited! Anyway I love the car and I am sure you will agree

 

It's hard to wait when you are excited.

 

We took a Stock 2012 Boss 302 Mustang and did a couple baseline pulls on the dyno and it made 367RWHP and 328RWTQ.

On a side note: We have a Mustang 1100-SE Loaded Dyno, which typically reads 5-7% less then a Dyno Jet. The only thing that matters are the gains over the baseline.

We then Installed a Magnaflow Off Road X-Pipe, Borla S-Type Catback Exhaust System, and a JLT Plastic Cold Air Intake to help the car breathe a little better.

No Mustang would be complete without loading one of our custom tunes for the 2012 Boss 302 Mustang, which was developed on our In-House Dyno and has a lot of changes made to the Ti-VCT to make up for the low end torque loss the Boss has because of the Intake Manifold.

The end result was a Peak Gain of 33RWHP and 32RWTQ.

Evolution Performance, Inc. Custom Tuned SCT X3’s and Cold Air Intake/SCT X3 Packages are available for the 2012 Boss 302 Mustang!

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http://www.evoperform.com/shop/index...&cPath=267_282

Evolution Performance, Inc. Combo Power Packages for the 2012 BOSS 302 Mustang (Evolution Performance, Inc. Custom Tuned SCT X3 and your Choice of Air Intake)
http://www.evoperform.com/shop/index...&cPath=267_321

 

That's a nice fat torque curve. Are you able to program the Red key and keep the stock tune?