Call BS if you want but I did a baseline on the same dyno, close correction factors since the weather was similar between the two runs.

Car gained peak 28.8whp and 44whp in the upper mid range where the stock system created a dip in power and the Borla system eliminated.

Check out MrGordo's link, that was my thread.

 

https://www.clublexus.com/forums/is-...and-24wtq.html

 

Were you able to log ambient air temp, intake air temp, engine oil temp, transmission oil temp, differential oil temp, coolant temp, tire air pressure, humidity, and airflow through the radiator for the duration of both these two runs? If not, the results are questionable, and that's not taking any of the individual dyno parameters or operator parameters into account.

 

So basically it could've accounted for design flaws and back pressure ? And correct me if I'm wrong but. As I know back pressure is needed for F/I cars but increases power for N/A cars but can hinder torque and power through the low rpms. And I haven't dynoed the my current setup (borla, ppe) but it does feels a lot faster, and I mean there's a big difference . I have however dynoed without headers on a mustang dyno with a 10 minute cool down in between with consistent results with the highest being at 346rwhp you don't have to believe me because I have no proof(no dyno sheets) as it was a long time ago and post headers I dynoed at 370rwhp but this was at a local meet/event and I don't trust the dyno they used but it was also a mustang dyno but I do believe the power gains were there.

 

And also the reason why I took the straight pipes off was because of the poor quality . The welds were horrible The hangers burnt off and the pipes were rubbing on the driveshaft where it left little marks on the pipes . It consisted a true dual with an X pipe going out towards the rear of the car, if anyone lives in houston don't go to cvt designs for your exhaust .

 

No "backpressure" is ever necessary for any engine to run properly. Besides, a bigger pipe presents a larger "backpressure" to the engine than a smaller one - simple physics, larger cross section means more pressure (not PSI, but total pressure). This is why there is an optimum size for primary header tubes. There is also an optimum length, and these two dimensions have more to do with the shape of the torque curve than many other factors. And no, it's not all about velocity, but velocity is also a player. It's more about inertia, surface area, heat loss and pulse shape.

There are a whole lot of reasons why your straight pipes didn't work well. Borla mufflers are not magic, they're just one way to get the exhaust out of the header and into the atmosphere. There are many, and their ability to make power differs sometimes dramatically.

 

I did not go as far as to log all those parameters, I mean I've never seen anybody actually log airflow through the radiator during a dyno run.

I know you're trying to prove a point that dyno numbers cannot be relied on 100 percent when they're done on different days but I did try my best to minimize the variances for the two runs. Dyno'd both times at the same place, similar temps, humidity was actually higher on the Borla run so the car had a disadvantage on that day, though the dyno tries to correct for it. You and I both know that dyno conditions can never be duplicated exactly so in retrospect, all "after" dynos are questionable.

Take it for what it is, the fastest N/A IS-F is Caymandiver with this 11.8 run, trapping as high as 121. I know he had a great track DA but he did dyno 403whp just just headers and a Borla,