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F.I. Long-Tube Headers installed - Review/Pics/Vids/Dyno

Originally Posted by 2theextreme lube, penetrate, nut fixed

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Old 04-23-2010, 07:34 AM   #46 (permalink)
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lube, penetrate, nut

fixed
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Old 04-23-2010, 01:54 PM   #47 (permalink)
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hmm its friday ... wheres the dyno ? lol jp curious to see it though
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Old 04-23-2010, 02:01 PM   #48 (permalink)
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The dynos are done (yes, plural). I'm actually at Forged right now because Sharif forgot to load my valet and anti-theft maps back in after we reflashed my ECU this morning. Will post the dyno sheets as soon as I get home.
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Old 04-23-2010, 03:09 PM   #49 (permalink)
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are they good?
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Old 04-23-2010, 03:56 PM   #50 (permalink)
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are they good?
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Old 04-23-2010, 04:14 PM   #51 (permalink)
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Semtex, great job on the review Car sounds awesome!
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Old 04-23-2010, 04:22 PM   #52 (permalink)
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Original post has been updated with dyno results. I will paste the update in here for your convenience:


Here are the post-installation results.


HP and TQ:


HP and AFR:


As you can see, I lost peak power (the green line is my baseline, the red line is the new one from this morning). My peak dropped from 322.2whp to 316.8whp.

However, before anyone gets their undies in a knot, take a close look at the graph. I lost power only at the very top starting at around 7300rpm. I either matched or gained everywhere else; there were no losses anywhere else in the powerband. In fact, from 2800-4000rpm, then again from 4600-6700rpm, I gained both power and torque. Also, notice the unit scale of the graph -- even though the lines look pretty close together, it's kinda misleading because of how the graph moves up in such tight increments. In my opinion, this is a positive result. I gained power where it's actually usable. If it's at the expense of a few hp from 7300rpm up, fine with me. I hardly take it all the way to redline anyway, and even when I do it's just for a brief moment before I shift up to the next gear. Indeed, the dyno results confirm what I've been feeling through the seat of my pants (or "in the butt" as Sharif put it to me this morning, lol). I made a point of putting a good 140 miles on before doing the dyno because I wanted to make sure the ECU had a good chance to adapt. I can tell you that after about 40-50 miles, I could feel things open up. The increase in power and torque is something that I can noticeably feel just driving around in the usable rev range. Also keep in mind that as my starting point for this before and after, I already had aftermarket headers and HFCs. So I was already making a good bit of power. If my baseline was stock headers and stock cats, the magnitude of the gains would be far greater.

Regarding the AFR graph, you might notice that it's running a little leaner from 5200rpm on up. That is not a direct result of the LTHs. It is the result of Sharif doing a minor re-tune this morning. You see, my AFR actually got a little richer on its own since my original tune, so I asked Sharif to adjust it back. Specifically, I asked him to adjust it right to the edge of being too lean, figuring that over time, it'll enrichen itself again.

Finally, after all this, I went and did some pulls on a DynoJet, just for the sake of comparison. As you can see, the numbers aren't much different. But by doing two different dynos, I guess one could say that they corroborate one another.

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Old 04-23-2010, 04:23 PM   #53 (permalink)
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Peak gains/Average gains are where it's at
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Old 04-23-2010, 04:33 PM   #54 (permalink)
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Total area under the curve is what matters and it looks like you gained substantially there.
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Old 04-23-2010, 04:39 PM   #55 (permalink)
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any TQ reading from the dyno dynamics ?
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Old 04-23-2010, 04:44 PM   #56 (permalink)
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Originally Posted by chuckd05 View Post
any TQ reading from the dyno dynamics ?
It's right there in front of you. In the first graph.

Edit: If you're looking for a printed number, no Sharif didn't put one on. Looks to be about 248 ft/lbs.
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Old 04-23-2010, 04:51 PM   #57 (permalink)
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any TQ reading from the dyno dynamics ?
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Old 04-23-2010, 05:08 PM   #58 (permalink)
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Originally Posted by ChrisSlicks View Post
Total area under the curve is what matters and it looks like you gained substantially there.
That's the important takeaway....that and the pentrating lubes and butt feel.
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Old 04-23-2010, 05:10 PM   #59 (permalink)
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Originally Posted by Sharif@Forged View Post
That's the important takeaway....that and the pentrating lubes and butt feel.
Thanks for all your help with the dyno results and tuning, Sharif!
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Old 04-23-2010, 05:26 PM   #60 (permalink)
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Looking good, looking good! Torque and power throughout the curve are by far the most important.

I want to point out one thing. Some of you will think I am taking a jab but I have a hunch. I am extremely confident that the reason is top end power tails with our long tube headers is due to the Stillen CBE. I feel from a design standpoint that the Stillen CBE is now causing a restriction at that RPM level when combined with our long tube headers. In a nutshell, I think the headers flow too much for the CBE!

Take it as you will, but ask yourself why else would the power drop off. It is not like our headers are more restrictive than the previous setup on the car. Well, if it isn't the headers causing the restriction it has the be the one other component.

Before anyone says anything in reply, please mow my theory over in your head. I am not trying to bash. Personally I think Semtex's car sound great with his current setup. I just want to put all of the cards on the table...

Thank you, Tony
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