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Found this on the other. Posted by jyro. Thought id share it here!
Bolt-On Power!
Super Ford, May 1996
Dynojetting the popular 5.0 Mustang performance mods to
see how much power they really make
text by Donald Farr
"How much power does it make?" must be one of the all-time most asked questions when the talk turns to 5.0
Mustangs and the plethora of high-performance parts that help them make more power. Over the past 10 years,
the performance aftermarket has exploded with 5.0 Mustang goodies, from simple bolt-ons like underdrive
pulleys to several varieties of aluminum heads. We know the parts work, at least most of them, because we feel
the results in the seat of our pants and we see the improved numbers on the drag strip scoreboard.
To find out just how much improvement 5.0 owners can expect from certain components, or a combination of
components, we strapped a stock '89 5.0 LX Mustang onto a Dynojet chassis dynamometer, took a baseline
reading, then begin bolting on many of the popular high-performance parts and noting their horsepower and
torque improvements. During our buildup, some parts were surprisingly effective, others performed as expected
and a few fell short of our expectations. In all, we learned nearly all of the 5.0 high-performance parts work, some
better than others, and it's the combination of parts that really wake things up under the hood.
As a quick, easy and reliable method of measuring power at the driven wheels, Dynojets have been installed at
shops around the country at a dizzying rate in the last year. Dynojet owners include K&N Engineering,
Hypertech and Kenne Bell, Mustang-specific shops like Kenny Brown and Steeda Autosports have Dynojets on
order, and several Winston Cup teams, including those of Rusty Wallace and Ricky Rudd, recently used
Dynojet's portable unit to test their Thunderbirds prior to the Daytona 500.
While Super Ford will continue to test on engine dynos and drag strips, the Dynojet has joined our
parts-evaluating toolbox. Unlike engine dynos, the Dynojet simulates road or track conditions, with the engine in
the car and running through its drivetrain and full exhaust. And unlike drag strips, the Dynojet is not affected, or
at least not as affected, by driving, weather, or track conditions.
To obtain its data, the Dynojet mounts a vehicle's drive tires on a pair of 48-inch-diameter drums. By calculating
how fast the drums accelerate, the Dynojet delivers precise measurements to a personal computer programmed
with Dynojet's software, which calculates horsepower and torque among other data. The design of the drums
prevents tire slippage or deformation, which results in precise, repeatable information, although like any testing
tool, it must be used carefully to assure repeatable information. Think of the Dynojet as an improved and vastly
more intelligent version of the old two-roller chassis dyno, with a 1200 hp capability.
For our test, Dynojet delivered it portable unit, along with Eastern U.S. Director of Operations Marc Hayes, to
Steeda Autosports in Pompano Beach, Florida. For the four days of testing in late January, Steeda's Dario
Orlando was kind enough to devote two of his technicians, Steve Chichisola and Chad Boy, to the project. Since
Steeda Autosports is primarily a late-model Mustang business complete with installation shop, Steve and Chad
are intimately familiar with the 5.0 Mustang. They constantly amazed us with their speed, removing and installing
short-tube headers in 15 minutes and swapping heads in just over three hours.
We started with a 1989 5.0 LX Mustang, "an old Steeda workhorse," Steve said. With 126,000 miles, the
five-speed LX hatchback was typical of many 5.0 Mustangs on the road today and a good place to start. The
Steeda crew made sure everything was stock, including the exhaust system and air intake silencer inside the right
front fender.
With a manual transmission, Marc says you can expect a 10-percent power loss, typically 20-25 horsepower for a
5.0 Mustang, on the Dynojet due to frictional losses through the drivetrain. (With an automatic, Marc says you
can expect to lose 40 or more horsepower). The Dynojet is capable of determining the frictional loss, with our test
Mustang showing only an 18 horsepower drop. The frictional horsepower loss remains constant as long as the
drivetrain is not changed, so it is not accrued as modifications increase horsepower. In other words, to get a
flywheel, or "advertised," rating for our modifications, just add 18 horsepower to the rear-wheel numbers.
Bolt-On Power!
Super Ford, May 1996
Dynojetting the popular 5.0 Mustang performance mods to
see how much power they really make
text by Donald Farr
"How much power does it make?" must be one of the all-time most asked questions when the talk turns to 5.0
Mustangs and the plethora of high-performance parts that help them make more power. Over the past 10 years,
the performance aftermarket has exploded with 5.0 Mustang goodies, from simple bolt-ons like underdrive
pulleys to several varieties of aluminum heads. We know the parts work, at least most of them, because we feel
the results in the seat of our pants and we see the improved numbers on the drag strip scoreboard.
To find out just how much improvement 5.0 owners can expect from certain components, or a combination of
components, we strapped a stock '89 5.0 LX Mustang onto a Dynojet chassis dynamometer, took a baseline
reading, then begin bolting on many of the popular high-performance parts and noting their horsepower and
torque improvements. During our buildup, some parts were surprisingly effective, others performed as expected
and a few fell short of our expectations. In all, we learned nearly all of the 5.0 high-performance parts work, some
better than others, and it's the combination of parts that really wake things up under the hood.
As a quick, easy and reliable method of measuring power at the driven wheels, Dynojets have been installed at
shops around the country at a dizzying rate in the last year. Dynojet owners include K&N Engineering,
Hypertech and Kenne Bell, Mustang-specific shops like Kenny Brown and Steeda Autosports have Dynojets on
order, and several Winston Cup teams, including those of Rusty Wallace and Ricky Rudd, recently used
Dynojet's portable unit to test their Thunderbirds prior to the Daytona 500.
While Super Ford will continue to test on engine dynos and drag strips, the Dynojet has joined our
parts-evaluating toolbox. Unlike engine dynos, the Dynojet simulates road or track conditions, with the engine in
the car and running through its drivetrain and full exhaust. And unlike drag strips, the Dynojet is not affected, or
at least not as affected, by driving, weather, or track conditions.
To obtain its data, the Dynojet mounts a vehicle's drive tires on a pair of 48-inch-diameter drums. By calculating
how fast the drums accelerate, the Dynojet delivers precise measurements to a personal computer programmed
with Dynojet's software, which calculates horsepower and torque among other data. The design of the drums
prevents tire slippage or deformation, which results in precise, repeatable information, although like any testing
tool, it must be used carefully to assure repeatable information. Think of the Dynojet as an improved and vastly
more intelligent version of the old two-roller chassis dyno, with a 1200 hp capability.
For our test, Dynojet delivered it portable unit, along with Eastern U.S. Director of Operations Marc Hayes, to
Steeda Autosports in Pompano Beach, Florida. For the four days of testing in late January, Steeda's Dario
Orlando was kind enough to devote two of his technicians, Steve Chichisola and Chad Boy, to the project. Since
Steeda Autosports is primarily a late-model Mustang business complete with installation shop, Steve and Chad
are intimately familiar with the 5.0 Mustang. They constantly amazed us with their speed, removing and installing
short-tube headers in 15 minutes and swapping heads in just over three hours.
We started with a 1989 5.0 LX Mustang, "an old Steeda workhorse," Steve said. With 126,000 miles, the
five-speed LX hatchback was typical of many 5.0 Mustangs on the road today and a good place to start. The
Steeda crew made sure everything was stock, including the exhaust system and air intake silencer inside the right
front fender.
With a manual transmission, Marc says you can expect a 10-percent power loss, typically 20-25 horsepower for a
5.0 Mustang, on the Dynojet due to frictional losses through the drivetrain. (With an automatic, Marc says you
can expect to lose 40 or more horsepower). The Dynojet is capable of determining the frictional loss, with our test
Mustang showing only an 18 horsepower drop. The frictional horsepower loss remains constant as long as the
drivetrain is not changed, so it is not accrued as modifications increase horsepower. In other words, to get a
flywheel, or "advertised," rating for our modifications, just add 18 horsepower to the rear-wheel numbers.
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