Ford GT HP at the Crank

[PHXGT]

Over on the Media forum, there is an article posted: FGT Forced Induction Test from musclemustangfastfords.com, that shows that our good friends at Accufab finally got an engine out of a GT for dyno testing of HP and Tq at the crank. Am I the only one that was somewhat amazed that our stock engine is producing 620 peak hp at the crank? Is this possible? At the Detroit Rally I was told by McGowan that our transaxle is very efficient, only losing about 7% to 8% from crank to rear wheels. A crank hp of 620 reduced down to just 550 at the rear wheels is an over 11% reduction. I think there are few that have actually recorded 550 rwhp. Am I reading this wrong? Anybody got another interpretation? I would love to know what you guys think about this. Thanks.

 

[Empty Pockets]

It could be that they degreed the cams, yada, yada, before they made any pulls on it too, PHX'.

 

[BlackICE]

I think the 620HP was at 7500 rpm, not the stock 6500 rpm.

 

[SteveA]

Mine dynoed at 560hp & 550hp corrected stock on two different dynojets.....honest injun.

 

[PHXGT]

The article states that with a stock engine, they hit a peak hp of 643 when the rpms were allowed to increase to 7400. The 620 hp was at 6500 rpms, the stock red line.

 

[nota4re]

The article clearly states that they were NOT using stock Ford engine management electronics - rather they were using a Motec unit. The Ford ECU is very conservative - tuned for both long engine life and maximum power.

 

[PHXGT]

Thanks. I don't know much about this stuff. Hoping to learn from you guys. Will a Motec unit boost hp by a large amount over stock electronics?

 

[Mase]

Thanks. I don't know much about this stuff. Hoping to learn from you guys. Will a Motec unit boost hp by a large amount over stock electronics?

The thing about a standalone engine management is that you have complete control over every aspect of the engine. The factory ECU does its job quite well from the factory. But when you start heavily modifying the engine, a standalone becomes more useful. Biggest problem in regards to using one in a FGT, is the fact that the gauges are ran from the ecu. meaning if you pulled the stock ecu out and wired up a standalone, you would lose functioning of the gauges, unless you were to piggyback the standalone into the stock ecu (something we've thought about doing for our turbo kits)

A standalone will give you many more options and features. The biggest gripe i have w/ the factory ecu, is the limitation on the resolution of the ignition curves. Not the mention that on the big HP cars, the MAF becomes a huge restriction, and its much easier to tune a big HP car on a speed density system (pressure sensor instead of flow) to obtain a more exact tune. Also we cant get the stock ecu to read past like 7400 rpms. Another restriction.

So in short, on a barely modified car, if you were to take it and tune with a stock ecu vs standalone, the differences would not be significant. However, something highly modified, you could see a much bigger gain.

 

[timcantwell]

I was told by one of the chief Saleen people while touring the Wixom plant that their random sampling dyno runs of our cars have shown up to 575 or better in some cases at the rear wheels. I am not surprised by the crank numbers you posted.

 

[Black GT]

I am not suprized my GT bone stock on a dyno Jet put down 552rwhp. That is 620hp and change at the crank. In Motor Trend a GT put down numbers that were almost the same as mine 624hp at crank.