http://www.60-130.com/images/importe...81enap6p-1.png1) Stock Horsepower: 407.82
2) Tuned Horsepower: 472.20
(for a Peak Gain of 64.38 HP @ 6,150 RPM)
3) Stock Torque: 411.49
4) Tuned Torque: 510.11
(for a Peak Gain of 98.62 TQ @ 4,550 RPM)
The results here show a Peak Gain of
64 Horsepower and
98 Ft. Lbs. of Torque for our
HEX Tuning Stage ONE ECU software on
91 Octane Fuel. As the before and after runs
were performed on the same vehicle, on the same day, with the same fuel, without ever
removing the vehicle from the dyno, it is absolutely appropriate to show Uncorrected
numbers.
From a customers perspective this is in line with our advertised gains of
60-70 WHP
and
90-100 WTQ for
Stage ONE. Additionally the Peak Gains are not the result of a
momentary "spike" at a random or odd rpm range, but right in a very usable portion of
the power curve further exemplifying smooth and consistent power delivery.
But why does that matter?
It is possible to see a dyno plot for the same model of vehicle which produces higher
Peak Gains, while unfortunately not fairly representing "usable" or "consistent" power
because this peak occurs at a less than ideal RPM, or is only a momentary spike
before falling right off again.
IE:
A 488 HP and 515 TQ spike for a brief moment is less than ideal than
a 477 HP and 510 TQ peak at the top of smooth curve.
And in referring back to our first post at the top of this page, imagine if those
488 HP and 515 TQ numbers had STD Correction factor and Smoothing 0 ...
The more context you offer, the more you start to see that peak numbers
don't always offer a complete story.
MAX Gains
Max Gains are similar in that we are still focusing on the delta change between the stock
and tuned runs, but instead of looking at the highest point across the curve for each run,
we are looking for the largest delta or improvement at the same RPM.
1) Stock Horsepower: 349.11
2) Tuned Horsepower: 459.02
(for a MAX Gain of 109.91 HP @ 4,800 RPM)
3) Stock Torque: 382.22
4) Tuned Torque: 502.57
(for a MAX Gain of 120.35 TQ @ 4,550 RPM)
Impressive, right?!
The results here show a Maximum (Max) Gain of
109 Horsepower and
120 Ft. Lbs. of
Torque for our
HEX Tuning Stage ONE ECU software on
91 Octane Fuel. As you can see,
that is a noticeably higher delta than when examining peak numbers. While Peak Gains are
typically the numbers you see advertised by manufacturers as they represent the "highest"
gross numbers, you'll often hear discussion about Max Gains as they represent the "largest"
net gains.
As with Peak Gains, there is a level of importance to where
Max Gains happen within the
rev range. They often do exploit peaks and valleys within the power curve which is why it's
important to note whether similar levels of power are sustained throughout the rpm range,
or if they are short lived due to a momentary spike in tuned power or dip in stock power;
which interestingly enough ties, directly into the next segment ...
Area Under the Curve (AUC)
Area Under the Curve refers to the total volume of power below the horsepower or torque
line as it's displayed in the graph. For our purposes, when examining "before and after" runs
for the same vehicle, we are looking for the
Area Under the Curve that represents the
increase in power between stock and tune runs.
Using the exact same dyno plot as we've should throughout this thread, we've separated
Horsepower and Torque so they can be viewed independently in the two graphs below.
http://www.60-130.com/images/importe...1qwjvkbb-1.png
Simply put, the visible "blue" area represents your total volume of gains over stock.
The visible
red/purple area becomes your baseline so that instead of putting the emphasis
purely on the numbers, you have a visual representation of how the software has influenced
power delivery throughout the entire rev range.
In determining optimum power delivery, the more
Area Under the Curve you have across
the widest RPM range, (
assuming we are discussing two identically weighted and geared cars)
the more powerful and quicker the car will ultimately be.
We'll skip the calculus lesson that is used to determine the total area under the curve since
fortunately the Dynojet software has already done that for us. The difference in AUC from
our Stock and Tuned can be factored to give us a percentage of total increase in horsepower
and/or torque throughout the full run.
In digging a little deeper, the shape of the curve represents the manner in which the car builds
power. Ideally a tuner will strive to create the widest and flattest torque curve possible. This
creates linear and very predictable power delivery. Based on the size and efficiency of the turbo
this isn't always possible so compromises will come into play. As a generalization, smaller turbos
tend to spool quicker and build more low end to mid range power, while larger turbos will require
more time to build boost and deliver mid range with greater power at the top end.
In summary,
Peak Gains alone don't offer nearly enough information on their own,
while
Max Gains will offer a bit more insight, but ultimately
Area Under the Curve
is what you need to focus on to really see the bigger picture!
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