see

 

It doesn't look good so far The company is still debating if they open their new center or not. If I do change employer, it might take another few weeks .

Anyway, I'm just working overtime like a crazy @ss in the mean time, hoping to gather some good money (70 hours a week ).

Let keep on posting numbers Headers give that much power?

 

These are all done on a Dynojet dyno.


-RhYZiN-
https://www.evolutionm.net/registry/...hicleid=119&s=
116whp@5950 122wtq@4450

https://www.evolutionm.net/forums/sh...threadid=66354

___ ___ ___

-Boeturbolancer- (before turbo, of course )
RRM headers, RRM Test Pipe, RRM Magnaflow Exhaust, RRM Short Ram Intake, RRM Throttle Body, Port/Polished/Matched Head, Bored out Intake Manifold, JE Pistons, Shot-Peened Rods, Aeromotive Fuel pressure regulator.
117whp 115wtq

https://www.evolutionm.net/forums/sh...t&pagenumber=6

___ ___ ___

-03lancer- (i think?)
RRM ECU reflash, test pipe, axelback muffler (?), rrm throttlebody, cai. NO aftermarket header.
127whp@5675 120wtq@3675

https://www.evolutionm.net/forums/sh...t&pagenumber=5

___ ___ ___

- nightrider-
rrm header, test pipe, exhaust, injen cai, magnecore wires
111whp 124wtq

https://www.evolutionm.net/forums/sh...o&pagenumber=1

___ ___ ___

- urbanknight -
RRM ecu reflash, RMR intake, custom "ram air" ducting,
109whp 120wtq

https://www.evolutionm.net/forums/sh...&pagenumber=20

___ ___ ___

- Import Tuner Magazine -
Buschur Racing intake, Buschur Racing 2.5" exhaust, Buschur Racing mandrel bent 2.5" downpipe, Buschur Racing high flow cat
111.9whp 121.6wtq
http://www.importtuner.com/tech/0205it_pplancer/

___ ___ ___

*RRM ecu reflash and piggyback may have different tunes, therefore, different results. no dynos with the piggyback yet, but the gains are quite evident.
a RRM piggyback review
RRM Piggyback ECU Review thread

**RRM ecu reflash/piggyback requires the use of at least 91 octane. extra hp is squeezed out through modified ignition timing maps; an area tuners have no access without a piggyback or standalone unit.

 

these are done on mustang dynos.

-sdhotwn-
stock lancer
91whp

https://www.evolutionm.net/forums/sh...ght=wadad+dyno

___ ___ ___

-WADADLIG_OZ-
KN drop in filter, axelback muffler, RPW headers
120.9whp@6000 120.6@wtq@4500

https://www.evolutionm.net/forums/sh...ght=wadad+dyno

___ ___ ___

 

so rhyzin, ur pushing 116 whp and 122 wtq, with just headers/axle back and fuel tuning? or does the MAS/MAF swap make that much difference?? if so...PM me on the info


and uh "RRM headers, RRM Test Pipe, RRM Magnaflow Exhaust, RRM Short Ram Intake, RRM Throttle Body, Port/Polished/Matched Head, Bored out Intake Manifold, JE Pistons, Shot-Peened Rods, Aeromotive Fuel pressure regulator." seems like a lot for only 117 whp

 

i really think there was something wrong. i have much more confidence in RRM stuff than that. it could have been the breaking in of the pistons or something, but i wouldn't know. when the internals were installed from when the dyno was done could have something to do with it.

 

and my dyno at 91 whp had something wrong as well. We are pretty sure the dyno is out of calibration. Everyone read about 20 hp below where we had expected to be. Also one of the cars was purely stock on the engine and it was 20 hp behind about 15 other dynos of the same model. And the 91 was actually with intake and exhaust. Which I do consider to be pretty much stock .

 

^^^^^
so do you think mustang dynos run higher or lower numbers than a dynojet?

i also added urbanknight's dyno sheet. we were actually at the same dyno day at different times of the day. i completely forgot about it.

 

A ha!!!
The great debate rages on.
Rhyzin don't forget that some cars were measured in 4th gear and others in 3rd.

WADAD

and here is the part of the thread containing my dyno sheet.
https://www.evolutionm.net/forums/sh...o&pagenumber=2

My girlfriend leaves Tallahassee in July and I plan on getting one last dyno session the way my car is now before all ties to Tally are done where I got the dyno done.

 

mustang should/will always run lower. They are eddy current dynos, therefore they apply an additional load to the transmission while dynoing. In a dynojet, once the inertial drum is at speed or near the specific speed there is no actual load to the tires. On a mustang dyno even when the drum is to speed there is still an additional load. That load increases the heat and friction that will be experienced in the transmission. By doing so you will increase the losses that the transmission generates. Therefore it is somewhat closer to "real life" as far as numbers. Also, I don't remember off hand which it is, but I do think it is the Mustang, the weight of the car is a factor as well. You can create a fair bit of error from inputting the improper weight for the vehicle. Several percent.