So check this out..
I logged Engine Brake Torque pid in HP Tuners then created a math parameter to calculate Horsepower.
Exported the .csv file and created my own graph in excel. See how it compares to Virtual Dyno. I'm pretty impressed how similar they are.

HP Tuners:


Excel Spreadsheet:


Virtual Dyno:


So basically I can just use the HP Tuners graphs and then if I ever want to overlay graphs to compare modifications I can throw it into my spreadsheet or virtual dyno.

 

Seems like the nitrous is throwing readings off. I guess b/c the MAF readings aren't changed with the nitrous coming in after the MAF.

 

Correct, nitrous after the MAF confuses the car quite a bit.

 

3.25 vs 3.50 vs 3.625

 

bumping this guy up for those who may find it useful and give it a try.

Just ordered a 4" single exhaust for fun. Not sure if i'll keep it on or not but i'm kind of curious to do a comparison vs my 3" to see if there's any measurable difference. Open catback is just too godly unbearable to try.
I will likely get a new baseline right before swapping over. I'll keep you guys posted.

 

Oh yeah, and this might have happened once..

 

Just started playing with this yesterday after work. I too had issues like blue5.0 where it was claiming my power figures were absolutely ridiculous, 750+. I just had a thought though and I think I figured out why. I had to create a custom profile as I couldn't find any F-150 stuff but I pretty much matched it up with what is posted prior in this thread, just made it a tad worse lol. My truck has a level and 33" tires vs blue5.0 has a sexy lowered truck lol there's an aero difference there for sure. Problem I was having was that I went through and selected which gear I was in for the pull and everything and where I believe I messed up is in the final drive box. I put in my ring gear ratio without thinking about it and I'm guessing thats what blue5.0 did as well. Thinking about it this morning as I looked through this thread again I couldn't help but think, ring gear ratio is not final drive. Final drive is TRANS GEAR x RING GEAR. So, 3rd in the 6R80 being 1.52 and my ring gear being 3.55, final drive is actually 5.40 which is substantially higher than what i put in lol. Calculator thinks my ring gear is like a 1.5 or something lol. I'll update with whether or not that fixes my issues.

 

I've never had issues like that, you put the gear ratio, you put the "final drive" ratio which would be axle ratio and you put the tire size and it should be accurate.

You shouldn't have needed to put 5.40 in at all.

The aero difference is there, but if there was significant aero difference you would show lower power not higher.

 

Like I said I'll find out tonight. It does say final drive ratio and not r/p ratio though so it could be the issue. And if by putting r/p instead of final drive is in fact the problem the math roughly checks out for what kind of power it would take to accelerate as quick as the run shows over the time the run shows with a 2.33 rear gear like a 3.55 final drive and 1.52 3rd gear would dictate

 

If you used the same info as I originally posted that could be why you're seeing high numbers. My truck has a 6" lift, 35" tires, and bull bar on the front so much less aero than most guys that will be using this.
If I had to guess I would think most guys will be using closer to the 0.40 drag coefficient.
I haven't really messed with how much those properties affect hp numbers since my results seemed to make sense to me. At least enough for it's intended purpose.

This should be a decent starting point for most people with 6R80's. Obviously, adjust what you know is different.



Keep us posted if you get a graph that makes sense. Let us know what works for you.