A couple things to remember about DynoJetting:
1) If you're going to compare dyno numbers with someone else, always ask the dyno operator for "SAE Corrected" power and torque. SAE correction is pretty much the standard in the engineering world and is about the most real-world yardstick of power and torque performance on a dyno.
2) The DynoJet software, when a correction (preferably SAE) is enabled will compensate for most differences in performance due to air density and humidity. What the software will not correct for is IAT. The engine contols will dial-back the spark curve as IAT rises and performance drops accordingly. Of course, for the two tests above, this issue is pretty much moot because the dyno room temps for both were fairly close. It would affect a comparison of two tests done in vastly different temperatures.
3) In warm weather, the LS6's (and most Corvette engines of the last decade or so) performance is octane-restricted. Many times this goes without notice because the knock sensor detects detonation and the engine controls retard the spark but there is a power loss from that. You can figure, on a hot day, needing 94-95 octane to keep the engine out of KS-driven spark retard. The solution is to mix pump gas with a 100 octane, unleaded race gas. Somewhere between 3:1 and 2:1, depending on what oct. the premum pump gas is, will do it.
Last month I tested on a DynoJet and demonstrated this problem. With pump gas and 90 deg. in the dyno room, I was seeing up to 8-deg. retard between peak torque and peak power. I spiked the 92-oct. pump gas (3:1 pump to race) with 76 Competition 100 Unleaded. The spark retard was eliminated and the car made 8-more rwhp.
