Dyno-Dynamics Heartbreaker
06-05-14, 09:08 AM
#1
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Dyno-Dynamics Heartbreaker
Went for a "baseline" yesterday before ordering my headers.
As the title states the dyno was run on a Dyno-Dynamics which are notoriously the lowest reading dyno's in the industry. Usually reading 12-13% lower than a new age dynojet, and up to 18% lower than the older Dynojets which admittedly read high.
Anyways now that I'm done justifying my **** numbers...
2013 ISF (20,xxx km's)
Injen CAI
Donaldson Powercore filter
HKS SSM catback with midmuffler delete
QTP E-cutouts
Best run with E-cutouts open (which consistetnly read 8-9hp higher than closed)
321 HP / 304 TQ
With Conversion to local dynojet(13%): 363 HP / 343 TQ
On the 4 Run chart the first two were with E-Cutouts open, the second two were closed
I am going to install my stock intake and go back for another set of runs.
As the title states the dyno was run on a Dyno-Dynamics which are notoriously the lowest reading dyno's in the industry. Usually reading 12-13% lower than a new age dynojet, and up to 18% lower than the older Dynojets which admittedly read high.
Anyways now that I'm done justifying my **** numbers...
2013 ISF (20,xxx km's)
Injen CAI
Donaldson Powercore filter
HKS SSM catback with midmuffler delete
QTP E-cutouts
Best run with E-cutouts open (which consistetnly read 8-9hp higher than closed)
321 HP / 304 TQ
With Conversion to local dynojet(13%): 363 HP / 343 TQ
On the 4 Run chart the first two were with E-Cutouts open, the second two were closed
I am going to install my stock intake and go back for another set of runs.
Last edited by 4everkidd; 06-05-14 at 09:38 AM.
06-05-14, 09:15 AM
#2
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Incase some of you don't know what a Donaldson filter looks like.
They are extremely efficient filters, and many (especially in the heavy equipment and farming industries) consider them the best on the market... but i'm not sure how the injen intake is responding.
They are extremely efficient filters, and many (especially in the heavy equipment and farming industries) consider them the best on the market... but i'm not sure how the injen intake is responding.
06-05-14, 09:22 AM
#3
what exactly does "Conversion" mean and are those numbers acceptable for you?
I don't even know what a good ISF baseline number would be as follows:
1) On a Dyno-Dynamics?
2) On a Dynojet?
So how do you compare???
I don't even know what a good ISF baseline number would be as follows:
1) On a Dyno-Dynamics?
2) On a Dynojet?
So how do you compare???
06-05-14, 09:41 AM
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I have not seen another ISF dyno'd on a Dyno-Dynamics
Dynojet seems to be in the 340-350Hp for a stock F.
I am going to follow up with a baseline on a Dynojet; hopefully this weekend.
Last edited by 4everkidd; 06-05-14 at 09:50 AM.
06-05-14, 10:03 AM
#5
About right for an ISF. ~330hp dynoed. After debating on getting headers, which delete the cats and need some O2 sim which eventually will cause CEL, I don't think all that headache and smells are worth the minimal gains. Without a true tune, headers and exhaust don't add much performance.
Those that are running headers + exhaust in the low 12's or high 11's (without nitrous) are not running with a full spare + 255 stock rears + full tank of gas, as in real world driving. I would like to see the times for ppe/sikky headers + exhaust, no cats, no drag radials, full tank of gas, spare in trunk, which is more indicative of the ISFs true performance.
Those that are running headers + exhaust in the low 12's or high 11's (without nitrous) are not running with a full spare + 255 stock rears + full tank of gas, as in real world driving. I would like to see the times for ppe/sikky headers + exhaust, no cats, no drag radials, full tank of gas, spare in trunk, which is more indicative of the ISFs true performance.
06-05-14, 10:23 AM
#7
About right for an ISF. ~330hp dynoed. After debating on getting headers, which delete the cats and need some O2 sim which eventually will cause CEL, I don't think all that headache and smells are worth the minimal gains. Without a true tune, headers and exhaust don't add much performance.
Those that are running headers + exhaust in the low 12's or high 11's (without nitrous) are not running with a full spare + 255 stock rears + full tank of gas, as in real world driving. I would like to see the times for ppe/sikky headers + exhaust, no cats, no drag radials, full tank of gas, spare in trunk, which is more indicative of the ISFs true performance.
Those that are running headers + exhaust in the low 12's or high 11's (without nitrous) are not running with a full spare + 255 stock rears + full tank of gas, as in real world driving. I would like to see the times for ppe/sikky headers + exhaust, no cats, no drag radials, full tank of gas, spare in trunk, which is more indicative of the ISFs true performance.
Any car, every N/A car in the market benefits the MOST with headers.. period. It makes a bigger difference than any other bolt on for the car. All OEM headers are typically restrictive and leaves a lot on the table, whereas the exhaust and OEM intake are efficient. Anyone doubting the true value of headers don't really know the car itself.
A tune helps tremendously but the stock ECU can adjust itself with bolt ons very well.. headers make the most power compared to exhaust/intake, thats a fact. Drag times doesn't need to be done to verify its significance.
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06-05-14, 10:49 AM
#8
1) Install sikky/ppe headers which deletes the front cats.
2) Use OEM headers and delete the front cats.
What would be the gains for each scenario?
2) Use OEM headers and delete the front cats.
What would be the gains for each scenario?
what.. lol.
Any car, every N/A car in the market benefits the MOST with headers.. period. It makes a bigger difference than any other bolt on for the car. All OEM headers are typically restrictive and leaves a lot on the table, whereas the exhaust and OEM intake are efficient. Anyone doubting the true value of headers don't really know the car itself.
A tune helps tremendously but the stock ECU can adjust itself with bolt ons very well.. headers make the most power compared to exhaust/intake, thats a fact. Drag times doesn't need to be done to verify its significance.
Any car, every N/A car in the market benefits the MOST with headers.. period. It makes a bigger difference than any other bolt on for the car. All OEM headers are typically restrictive and leaves a lot on the table, whereas the exhaust and OEM intake are efficient. Anyone doubting the true value of headers don't really know the car itself.
A tune helps tremendously but the stock ECU can adjust itself with bolt ons very well.. headers make the most power compared to exhaust/intake, thats a fact. Drag times doesn't need to be done to verify its significance.
06-05-14, 11:17 AM
#10
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06-05-14, 11:21 AM
#11
Headers typically will gain ~40whp and is THE best power mod for our cars not including nitrous. As far as a front cat delete on oem headers go, no one has done it, however I'm sure many of us would be curious to see the results. Not sure it would be easy and an 02 sim would still be needed.
06-05-14, 11:48 AM
#13
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06-05-14, 11:59 AM
#14
Thanks...so if a stock ISF baseline dyno is around 340-350...then with your mods what do you expect? From your sig unless I missed something you have exhaust & intake...so how much is that worth...15-20rwhp? Maybe? So dynojet would give you 355-370 best case scenario? Am I looking at this correctly?
Last edited by MYISF; 06-05-14 at 12:05 PM.
