OK, so as far as i am to understand, the lnf motor is stated to produce 260fhp. I found a dyno sheet where a solstice gxp dynoed stock 239whp. Now based on a 17% drivetrain loss that equals 289fhp. Now i know this is not exact but hang with me.

My 2006 ss/sc with a modified stock air box and tuning made 218whp, which corrected at the same 17% comes to 263fhp. So that means that the lsj is only about 25 to 30 hp behind the lnf.

I guess the whole point of this thread is to show the lnf might not be all we have made it out to be...

 

lol, not to be a dick or a mod brown noser but this has already been discussed

 

There is a lot that goes into dyno numbers.

The type of dyno
The weather
How many runs the cars had.
etc. etc.

17% is just a rough average of drivetrain loss.

The only time you can really compare dyno #'s with 2 cars is if there are done on the same day on the same dyno.

 

i agree, the only thing that was the same about the dyno's was that they were both mustang dyno's...

And i know its not perfect, i just think that its close...

 

ecept it has fordged pistons and a turbo. the block will beable to take more power and the turbo will be able to produce more boost. stock for stock were not to far behind .a stage 2 sc is = to a stock lnf but i think the lnf will beable to be taken further without opeing the block. just letting the turbo breath better will free up alot of hp...

but thats not enough to make me want to give up my LSJ. fordged pistions are farly cheap and the TVS will be out soon, and the LSJ has almost 4 years worth of aftermarket support and tunning.

 

this has been discussed. What people are stating behind the LNF is even if stock say its only 25 hp high like we estimated. The mod potential is much cheaper and easier and it will make more power quicker and more efficiently because of the turbo.

 

my bad..

 

im not giving up on the lsj and when i do get rid of it it will be for a much bigger upgrade.

by quicker i mean how easy the mods will be to do instead of pulley changes and porting blowers and such

 

i have no problems man, lol, just figured i would say it before the "cool guys" do lol

 

there is no doubt that it will be easeir to upgrade, but stock for stock...

 

i love how noone has even mentioned the fact that his FWD car will not have the same 17% drivetrain loss as a rwd version. pretty much all of your logic in your post is wrong

 

the mod potential is CHEAPER? a tune on that car goes for about a grand. certain bolt ons are shown to LOSE power. yes, you can make power with the engine, but it's not giong to be as easy as people think. apparently tuning a direct injection engine is very difficult and has thousands of variables. i don't know much about tuning, OR direct injection, so that's where i stop.

people just assume since it has a turbo it will be easier to mod. not necesarily true

 

So explain, all wise and mighty, for i not know, what is the loss of a man fwd?

 

i dont see cheaper in that car i see waiting for the aftermarket to come over and start on it.

 

HE'S RIGHT
BUT I NEVER REALLY THOUGHT ABOUT IT
BUT I STILL LOVE THE NEW SS/TC ,BUT I WILL BE JELEOUS OF ANYONE WHO DRIVES IT
BUT I'M KEEPING MY SS/SC THOUGH

 

ok first off if you really didnt know there would be a difference, would you have figured 17% for an AWD platform too?

there is not a set in stone % as to which every car will lose, but typically a FWD is going to lose less (probably 2-4% less) than a similar RWD application

- Wise and Mighty

 

you are the ****

so that means that the lsj has estamated 257 to the flywheel

 

the turbo will be much cheaper to mod once the programming is figured out. Where do you go that tunning cost 1000. Ive never seen a place charge that much. Power will be much easier had once the car is figured out on the turbo, i still prefer the supercharger though. It will take time just like it took time for stuff to evolve on our cars. Once figured out the turbos will be well above our level. Nothing happens over night

 

there are many different things that will factor in to the loss between the crank and the wheels. As said they will not be the same on all cars let alone FWD, RWD, AWD. Thats why it was stated as an estimate in the difference of the Engine HP not definite calculations. The only way to get an acurate HP rating would be to throw it on an engine dyno which aitn gonna be very easy

 

What kind of power is a 3" turbo back exhaust good for on a LNF?

 

there is one huge thig you guys are missing, the torque curve is perfectly flat between like 2400 and 5700, which means 2 things. it will pull like a raped ape at all rpms, and it must be governed somehow to keep it that flat, therefore some tuning should produce some good mid range torgue gains. however, the tuning software might not be readily available yet

 

This car has been praised to god like status and beaten down like red headed step child , yet , none exist yet

...as soon as HP has the bosch pcm fully cracked , the mega buck tunes will get cheaper . I think the BSR tune is so costly simply because it can be at this point in time . Theres already guys messing with what they can do now on HP . Still no boost control or VE tables though .