Typical Dyno Numbers from Gen 2?

[Next Phase]

Check out the dyno day thread in the NC region section. There were a number of stock and modified Gen 2s. As mentioned, 405 to 425 rwhp and 450 to 460 rwtq bone stock is what I have seen on a Dynojet SAE.

My 2001 with M&M headers, high flows, exhaust and smooth tubes put down 433 rwhp and 473 rwtq.

[viperr]

I have enjoyed seeing all the information about mods and their gains, so I thought that I would contribute a step by step report of what I have done over the past 7 years while modifying my 1999 RT-10 in stages. I have generally used the same Dynojet here in town, running between 60 and 70 degrees at sea level with our typical moist air. My numbers may differ from many, but it gives a step by step record of power gains after specific mods. I also need to say that my car currently has 101,000 miles on it.It has Belanger cat back ehaust and K&N filters with smooth tubes.
I bought the car in 2007 with 58,000 miles on it and ran it on a dyno after I had it 2 weeks. It had a couple of spots where the curve dropped and it pulled 406 HP and 444 TQ. Iimmediately replaced the wires and plugs and the car ran better. In 2009 I went to a Mustang Dyno and it pulled 428 HP and 487 TQ. In 2011, after installing high flow cats and 3:55 gears I went to my local Dynojet and ran 430 HP and 480 TQ. I did not apply a correction factor for the different gearing at this time. I did a pull on the same Dynojet in 85 degree weather and lost 20 HP as you would expect. I 2013 I installed Belanger headers and the pull was 443 HP and 478 TQ on a cool day which was a 15 HP gain with the headers which sounds logical. Recently I was able to afford some T&D roller rockers and ported cylinder heads from Roe. When I returned to the Dyno for a day of tuning they were able to produce 467 HP 504 TQ which equates to 483 HP and 522 TQ after applying the correction factor for the 3:55 gears (+ 3.5%). The heads and roller rockers appear to have added 40 corrected horsepower which also seems like an expected gain. The heads added a nasty sound and the low end torque gain is very noticeable on track. I am sure that others may not agree with all of my numbers, but I tried to use a methodical approach and good record keeping to document what happened on my Viper. The numbers look good, but the noticeable performance gains are what I notice, and that is why I have done the mods. I am sure others may have a difference of opinion on my numbers, but they are the best data I have available.

[James430]

Interesting.....Sounds like your numbers are about average....I wasn't aware of the % conversion for the gearing.?.So if you know your rwhp and have stock gears and replace with say 373 gears just add 3.7% and that's your new rwhp?

[Troublemaker]

Interesting.....Sounds like your numbers are about average....I wasn't aware of the % conversion for the gearing.?.So if you know your rwhp and have stock gears and replace with say 373 gears just add 3.7% and that's your new rwhp?

While there should definitely be a correction factor, I don't see it being that linear.

One thing I would like to see is different generations Dyno Graphs overlaid. I don't car about the number as much as the shape of the curve.

[viperr]

I wasn't given the conversion on other ratios, but the 3.5% has been determined on several dynos in the past. It makes sense that the physics problem of accelerating a known mass to a certain speed would be different with that gearing as the car accelerates a shorter time and does not hit as high of a top end velocity as the 3:07 gears.