What you should be interested in is usable power gains in the low and mid-range. Who cares if all your power gain comes after 3,000 RPM? When do you ever cruise on the highway at redline? (Certain Edge engineers, who are now strictly forbidden by our insurance company to drive company vehicles on public roads, being the exception). The second popular method of “super sizing” horsepower claims is by quoting horsepower gain numbers based on some totally unusable part of the power band. This means someone claiming a 50 horsepower gain at the flywheel is probably only making about a 35 horsepower gain at the wheels. A typical truck uses about 30% of its power turning the gears, driveshaft, and other components that sit between the flywheel and the tires. What you really want to know is horsepower gains at the wheels. But in fact, your crankshaft is connected to other components, like your transmission, for example, that act as a parasite and reduce power. If your crankshaft was connected to the road, this would be great a number to know. The most common example of this is flywheel or crank horsepower claims vs.
When it comes to horsepower claims there are many people in the industry who state horsepower and torque gains using methods that while accurate, are not particularly relevant to what the enthusiast is looking for in an upgrade.
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