Motor Trend Dyno Results: How Much Power Does the 2020 Supra Really Make?

Goose

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https://www.motortrend.com/news/2020-toyota-supra-dyno-test/

Showed lower power and torque, though they did the dyno testing in 6th gear on a mustang dyno.

332 whp, 387 lb/ft

At MotorTrend, we endeavor to be extremely thorough with all the vehicles that we get our hands on. Every car we test is taken to the track to get the usual run of numbers: 0-60 mph, quarter mile, figure eight, etc. But every time we drive a vehicle, we report the horsepower and torque numbers that the automaker provides. On a few occasions, however, we feel compelled to take a deeper look at those numbers to verify the veracity of those figures. And that's exactly what we did with the new 2020 Toyota Supra. We took it to the dyno to find out how much power it's actually getting to the wheels.

Toyota claims that the 2020 Supra's BMW-sourced 3.0-liter turbocharged inline-six engine produces 335 hp and 365 lb-ft of torque. However, our dynamometer came up with some different numbers—especially for peak torque. The Supra delivered 332 hp and 387 lb-ft to the rear wheels according to our dyno testing, which took place at World Motorsports in Torrance, California, using a Mustang eddy-current chassis dynamometer equipped with a high-powered fan to provide realistic cooling air to the radiators, simulating a real-world experience. These figures also factor in a weather correction.

For our test, we ran the Supra in sixth gear because its 1.00:1 ratio is the transmission's most efficient. The horsepower number that the dyno read was just off from what Toyota claims, but the torque figure is considerably higher. What's more, the numbers that Toyota promises are taken at the crank, which doesn't account for the frictional and hydraulic losses occurred in the transmission and differential. Conventional wisdom suggests these could amount to roughly 15 percent for a driveline like the Supra's, which would suggest our Supra was making 390 hp and 455 lb-ft at the crank.

Why we have this discrepancy is anybody's guess. It's fair to say that this Supra is an early build preproduction car, which might have a more carefully, partially hand-built engine. It might not have the very latest calibration. It could mean that this press car has been tuned to produce extremely impressive performance numbers in hopes of selling more cars. Or maybe BMW provided the wimpier 335/365 calibration and Toyota managed to go in and "chip" it up to nearer the torque that BWM delivers in its M2 Competition and M3 with this engine.

In any case, the Supra and the M2 Competition perform extremely close in the 0-60 run and the quarter-mile test. It took 3.9 seconds for the Supra to get from 0 to 60 mph, while the Bimmer made it in 4.0 seconds. In the quarter mile, the Supra crossed the line in 12.5 seconds at 111.2 mph, and the M2 did it in 12.4 seconds at 114.7 mph. Stay tuned to find out whether future Supras manage to match this one's blistering performance.
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SupraFiend

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Mustang dyno, they always read 10 to 18% lower then DynoJets. These numbers are what I would expect on a Mustang and confirm that the C&D numbers were not a 1 off. But they did say this was a preproduction media car so still waiting for dynojet numbers off a regular off the lot car.
 

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Mustang dyno, they always read 10 to 18% lower then DynoJets. These numbers are what I would expect on a Mustang and confirm that the C&D numbers were not a 1 off. But they did say this was a preproduction media car so still waiting for dynojet numbers off a regular off the lot car.


That's a too-common misconception that regrettably gets parroted over and over. The reality is a MD will read however it is calibrated and not higher or lower than X. They can be calibrated to effectively mimic DJ numbers and anything in between. That's the fundamental challenge when comparing numbers across different units, unless it is DJ to DJ. Primary reason being is there is no user calibration on a Dynojet, therefore they are all relatively consistent unit to unit, outside of the correction factors (unless you physically alter the weight of the drum). Whereas most other dynos can be wildly different in the same exact conditions due to the various calibrations.


Anyhey, that's a peeve of mine, having personally tested several different dynos over the years.
 
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That's why I'm looking forward to seeing what it makes on the DD dyno I've been using for my 86.
 

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That's why I'm looking forward to seeing what it makes on the DD dyno I've been using for my 86.


When using Shootout Mode, Dyno Dynamics numbers should be relatively consistent between other DD units. They're not reliably comparable to other dyno types, but consistent among themselves.
 
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Goose

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When using Shootout Mode, Dyno Dynamics numbers should be relatively consistent between other DD units. They're not reliably comparable to other dyno types, but consistent among themselves.
Thats why I wanna see what it does on this specific dyno, since it's the one I've used since I got my 86 back in 2013. I know that every dyno reads differently, so I want to use just this onr to get our benchmark, then to see our increase.


Also, we may turn the correction factor way up to mess with people.
 

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Thats why I wanna see what it does on this specific dyno, since it's the one I've used since I got my 86 back in 2013. I know that every dyno reads differently, so I want to use just this onr to get our benchmark, then to see our increase.


Also, we may turn the correction factor way up to mess with people.


Ah.. Shift Fast right? I don't know those guys personally but a good friend and shop owner of mine works with them occasionally.
 
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Goose

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Ah.. Shift Fast right? I don't know those guys personally but a good friend and shop owner of mine works with them occasionally.
Yup. I've used them since before the current owner had it. They've always done righr by me, and are looking forwards to getting their hands on the A90.
 

MA617M

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Definitely more headroom in that for a tune. Hopefully turbo isnt too small.
 

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That's a too-common misconception that regrettably gets parroted over and over. The reality is a MD will read however it is calibrated and not higher or lower than X. They can be calibrated to effectively mimic DJ numbers and anything in between. That's the fundamental challenge when comparing numbers across different units, unless it is DJ to DJ. Primary reason being is there is no user calibration on a Dynojet, therefore they are all relatively consistent unit to unit, outside of the correction factors (unless you physically alter the weight of the drum). Whereas most other dynos can be wildly different in the same exact conditions due to the various calibrations.
Everything you just said there is very true, yet the norm with Mustangs still seems to be that they are usually calibrated to read between 10 and 18% less then dynojets. Note the big gap I specified, which is because I am well aware of their shop centric calibration.

But they are generally set lower and their owners generally like to offer a set of excuses that sound just like your comment when people complain about the low numbers vs a dynojet. But I've run multiple dyno days myself for Supra groups over the years on all sorts of dynos, and I've watched enough stock 5ms and 7mges (which are usually more consistent then turbo motors) put down exactly 12 to 15% less the OEM claimed numbers on dynojets to trust their version of "correct" over Mustangs and others.
 

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Motor Trend made 332 hp, 387 ft. Lbs on a eddy-current mustang dyno.
When I read this I was shocked that is was lower!

332 hp and 387 lb-ft to the rear wheels :)
 

whostorm05

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I read one of the dyno result articles indicated the car had to be run on a 4 wheel dyno. Does anyone know if that is entirely correct and a two wheel only dyno won't properly work?
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