Any LICP Dyno gains?
Originally Posted by Tsurugi-san
But wouldn't an improvement in spool be visible on a dyno chart? Surely . . .
I think they're more hype than anything and my tuner felt the same way. People claim power increases, but I've never come across a Before & After where only the LICP was swapped and provided 7-10whp. I think people read what they want on Lancershop and repeat it as fact. Personally, my aftermarket LICP was junk and I'm putting the stocker back on. I just got tired of fighting with it in my garage...
There was no gain on peak horse power after the change. However, throttle response changes very slightly. Although, I had way better response with 65mm throttle body. so, I don't think LICP gives you any more power than what you have right now. Larger throttle body doesn't even give you more power either. I think stock piping is large enough for the stock turbo.
Last edited by taenaive; Aug 14, 2006 at 04:55 PM.
I've heard good things, no it's not going to give you much whp gain, maybe a little. The main noticable difference is going to be in throttle response and spool up, not only a few 100rpm soon, but a quicker spool time. I bought into the hype from a few of my trusted friends that have a couple of different aftermarket LICP (Nisei, AMS, Buschur, Fighters garage) they all noticed the same benefits. So I bought one, I actually will be installing my Nisei LICP tomorrow 
I recently installed the HPC 2.5" LICP and I like it https://www.evolutionm.net/forums/sh...&postcount=79. The car revs through the RPM range smoother and driveabilty really improved. I took the car to the drag strip and I didn't see any gains, but the added responsiveness of the car is worth it IMO.
Here is my idea on why you won't see gains on the dyno. Although you have removed a restriction in the piping, while you are on the dyno there is barely any air flowing through the intercooler anyway.
Even with those big fans it is not like you are in a wind tunnel. So expecting to see gains on the dyno even with spool up is unlikely unless you have a dyno inside a wind tunnel, which I'm betting nobody short of a car manufacturer would have.
So that is why people say they feel better response and faster spool up, but you can't see it on the dyno because those fans would neeed to be pretty damn powerful to blow the equivalent of 20 mph of wind into the fmic much less 50 mph.
Even with those big fans it is not like you are in a wind tunnel. So expecting to see gains on the dyno even with spool up is unlikely unless you have a dyno inside a wind tunnel, which I'm betting nobody short of a car manufacturer would have.
So that is why people say they feel better response and faster spool up, but you can't see it on the dyno because those fans would neeed to be pretty damn powerful to blow the equivalent of 20 mph of wind into the fmic much less 50 mph.
here is why having a aftermarket LICP is good:
the stock pipe has a restriction. this restriction will cause a pressure drop. pressure drop means less manifold pressure, thus less power output. by reducing the restriction of the LICP with a bigger pipe with smooth large radius bends you are reducing that restriction, and thus have less of a pressure drop. less pressure drop, means more power.
how much of a pressure drop across the LICP is very debatable, but the fact of the matter is, aftermarket LICP will have less pressure drop then the stock provided it is bigger ID (and smooth).
a good reason the LICP makes such a big difference then the UICP is because immediately after the turbo, the air is extremely hot, and not very dense, this means the air is flowing at a very high rate of speed, and at high speeds, restrictions will cause large pressure drops as they approach choking. after the intercooler, the air is cooled down and is much more dense, it flows at a slower rate of speed (however, same mass flow rate). the slower speeds wont be effected by restrictions and bends as much. the head loss is a v^2 relationship.
the stock pipe has a restriction. this restriction will cause a pressure drop. pressure drop means less manifold pressure, thus less power output. by reducing the restriction of the LICP with a bigger pipe with smooth large radius bends you are reducing that restriction, and thus have less of a pressure drop. less pressure drop, means more power.
how much of a pressure drop across the LICP is very debatable, but the fact of the matter is, aftermarket LICP will have less pressure drop then the stock provided it is bigger ID (and smooth).
a good reason the LICP makes such a big difference then the UICP is because immediately after the turbo, the air is extremely hot, and not very dense, this means the air is flowing at a very high rate of speed, and at high speeds, restrictions will cause large pressure drops as they approach choking. after the intercooler, the air is cooled down and is much more dense, it flows at a slower rate of speed (however, same mass flow rate). the slower speeds wont be effected by restrictions and bends as much. the head loss is a v^2 relationship.
Originally Posted by Tsurugi-san
Maybe there's dyno numbers on the Buschur LICP . . . . anybody?
Originally Posted by KevinD
here is why having a aftermarket LICP is good:
the stock pipe has a restriction. this restriction will cause a pressure drop. pressure drop means less manifold pressure, thus less power output. by reducing the restriction of the LICP with a bigger pipe with smooth large radius bends you are reducing that restriction, and thus have less of a pressure drop. less pressure drop, means more power.
how much of a pressure drop across the LICP is very debatable, but the fact of the matter is, aftermarket LICP will have less pressure drop then the stock provided it is bigger ID (and smooth).
a good reason the LICP makes such a big difference then the UICP is because immediately after the turbo, the air is extremely hot, and not very dense, this means the air is flowing at a very high rate of speed, and at high speeds, restrictions will cause large pressure drops as they approach choking. after the intercooler, the air is cooled down and is much more dense, it flows at a slower rate of speed (however, same mass flow rate). the slower speeds wont be effected by restrictions and bends as much. the head loss is a v^2 relationship.
the stock pipe has a restriction. this restriction will cause a pressure drop. pressure drop means less manifold pressure, thus less power output. by reducing the restriction of the LICP with a bigger pipe with smooth large radius bends you are reducing that restriction, and thus have less of a pressure drop. less pressure drop, means more power.
how much of a pressure drop across the LICP is very debatable, but the fact of the matter is, aftermarket LICP will have less pressure drop then the stock provided it is bigger ID (and smooth).
a good reason the LICP makes such a big difference then the UICP is because immediately after the turbo, the air is extremely hot, and not very dense, this means the air is flowing at a very high rate of speed, and at high speeds, restrictions will cause large pressure drops as they approach choking. after the intercooler, the air is cooled down and is much more dense, it flows at a slower rate of speed (however, same mass flow rate). the slower speeds wont be effected by restrictions and bends as much. the head loss is a v^2 relationship.