How does dyno AFR compare to the street?
How does dyno AFR compare to the street? Just a quick ? before I hit the dyno next weekend. I've got a wideband O2 w/ HPTuners and I just wanted to know how the AFR behaves on the dyno vs. on the street. I've got AFR at WOT tuned the way I want it but I heard the dyno is different since it's not the same load on the car as going WOT on the street. In general am I going to be a little lean or a little richer than I am right now? It's going to be on a dynojet 248 if that matters.
TIA
TIA
It's usually pretty close. On a Mustang dyno, it's typically the same (dyno vs. street A/F ratio). On a DJ 248, you will sometimes need to tune it just a hair rich on the dyno to be just right on the street. I've heard as much as a .5 swing, but my personal experience has been closer to .1-.2 difference from dyno to street.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
Originally Posted by Patrick G
It's usually pretty close. On a Mustang dyno, it's typically the same (dyno vs. street A/F ratio). On a DJ 248, you will sometimes need to tune it just a hair rich on the dyno to be just right on the street. I've heard as much as a .5 swing, but my personal experience has been closer to .1-.2 difference from dyno to street.
BTW. you can pretty much hit all the cells on a dyno, even a DJ 248 if it has proportional air control. It drags the brakes on the drum, loads the car like a eddy current dyno, except using the brakes and not electricity. You just cant get the drag (load) as high as you can with the eddy currents.
Originally Posted by edcmat-l1
DITTO. 12.8 on the dyno, 13.0 on the street.
BTW. you can pretty much hit all the cells on a dyno, even a DJ 248 if it has proportional air control. It drags the brakes on the drum, loads the car like a eddy current dyno, except using the brakes and not electricity. You just cant get the drag (load) as high as you can with the eddy currents.
BTW. you can pretty much hit all the cells on a dyno, even a DJ 248 if it has proportional air control. It drags the brakes on the drum, loads the car like a eddy current dyno, except using the brakes and not electricity. You just cant get the drag (load) as high as you can with the eddy currents.
