Update on upgrades: So I decided to go with the Injen intake and did feel a little difference in performance. What was strange is that it seemed to change my exhaust note......for the better. I can only hear the sucking sound at low rpms when halfway or more on the throttle. Not too loud as I have heard with K&N's Typhoon. I went with the polished color and it looks great. It helps fill some of the large void under the hood. After letting the Racechip RS, Custom Exhaust and Injen Intake gel for a few weeks.....then i got it on the Dyno (93 octane). Couldn't avoid the high temps (95 degrees) and high humidity (101 heat index).....it all tallied to 235 whp and 257 wtq. Torque at the wheels is nearly even with factory crank number. Now seeing the Dyno chart....it explains why the car goes nuts at and over 4,000 rpm. Strange is I did a run without the Racechip and saw 225/237 respectively. So it appears that the Racechip only added 10 whp and 20 wtq.??? Is it possible that the Custom Catback and Injen Intake alone added 25 whp and 37 wtq over baseline of 199 whp/wtq? Tech told me about the formula for converting WHP to CRANK HP and came up with car being right at 300 crank hp. He also said that if temps were 50 to 70 degrees....i could see a huge bump in whp. Car is very quick...blew by newer Maxima w/quad exhaust, pulled away from Audi A6 3.0 and a 274 hp Optima Tubo and ran down (twice) a 310 hp/360 tq Mustang with ease (dash cam on this one). Very satisfied with performance at this point to go along with improved gas mileage. Going to relax on performance upgrades for now and work appearance of the exterior. Will try to get to the track around late fall.
2.0T results
- Thread starter Angeski
- Start date
Angeski
Active Member
- Joined
- Jun 6, 2018
- Messages
- 244
- Reaction score
- 44
- Points
- 28
Very nice to hear the gains with your setup. I love hearing the 2.0t beat smaller mustangs. I havent dome a dyno yet on mine after putting all my stuff on but ive beat some mustangs, and most importantly genesis V6s. Its a good feeling for sure
______________________________
Jayphil
Active Member
- Joined
- Feb 25, 2020
- Messages
- 433
- Reaction score
- 340
- Points
- 68
Wow that 2.0t drivetrain is not very efficient at 22% drivetrain lost, this is quite huge for recent car standard. 22% is plausible for not very efficient AWD / Auto cars but still on the high side.
The correct calculation is: WHP / (1 - Drivetrain losses).
So in your case 235 whp / 0,78 ) ~= 300chp.
Usually If I want guestimate CHP I am using those % (first number for efficient drivetrain like a BMW and second number for a less efficient drive train like the Stinger):
RWD / MT = 10% to 15%
RWD / AT = 12% to 17%
AWD / AT = 14% to 20%
-------------
Regardless of CHP conversion of peak WHP which does not mean much anyway it is good to hear that your 2.0t seem to have improved quite a bit with the mods you have done. Peak WHP is only a small part of the story, the entire curve matters!
Happy modding!
Thanks for the conversion info! I did find out the the guy who was inside my car during the Dyno left it in Comfort mode. Not sure how much of a factor that made but with the mods.....there's a larger and noticeable difference performance wise between Comfort and Sport. I guess most Dynos are done in 5th gear..... so you are probably correct about the entire curve because the car turns into a beast right before triples and would possibly run past the limiter with ease. Will do a Dyno in the fall with cooler temps than 97F and make sure they switch to Sport Mode.
From interior to exterior to high performance - everything you need for your Stinger awaits you...
mandasol
Active Member
Drive mode makes no difference to power, it only adjusts how aggressive the transmission shifts and throttle response. You are correct dyno should be run in 5th gear for the stinger as it's 1:1 ratio, but to keep it in 5th gear you need to leave drive mode in comfort. If you put it in sport the car will try to kick down to a lower gear even in manual mode.
| Transmission Gear Ratios: 8-speed automatic transmission | - |
| First | 3.964:1 |
| Second | 2.468:1 |
| Third | 1.610:1 |
| Fourth | 1.176:1 |
| Fifth | 1.000:1 |
| Sixth | 0.832:1 |
| Seventh | 0.652:1 |
| Eighth | 0.565:1 |
| Reverse | 2.273:1 |
| Final gear ratio | 3.727:1 |
