could it be back pressure? :idea:
How restrictive is the Stainless works exhaust
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Exactly... and IF something is wrong, SW could change things up to resolve the issue and have happy purchasers. No one wants to not improve on their product for the consumer (outside of the banking and oil industries anyway)
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when i talked to Paul at SW they did tell me that the mufflers are designed that way to get the sound they have. My car did make more torque but less HP on the dyno compared to other cars with similar mods. I would assumed based on the backpressure the TQ was better.
you really think that SWs straight through muffler has much higher back pressure than a flowmaster, or even stock???
It might have too much, it might be open too much
I have them, and looking at them, yes they are straight thru but those little fingers that stick up must make some turbulence in the air flow. I would love to see them tested on a flow bench against another exhaust.
That's sounds like a good plan.
"open too much", like not enough back pressure? because you don't want ANY back pressure in the exhaust. what you do want is high velocity which is achieved with a properly sized exhaust. too large of an exhaust on an NA engine isn't good because you lose velocity, not because you lose back pressure.
and, as far back as the mufflers are, they should have next to no effect on exhaust velocity.
concur, lets do it! though i'd still like to see real - same day - back to back dynos too.
How about a few independent testers vs. just one person? Multiple cars, different dyno's, different tunes, etc... That is how we did the CAI comparisons and the results spoke for themselves. The issue with this is that those testers have to spend their own money to produce results unless they are a shop that has all the facilities. More than likely this disagreement will peter out with no concrete data.
That graph doesn't look like a Boss intake 5.0 at all. That looks more like a stock intake graph or something is horribly wrong with that engine/tune/etc...... I wouldn't base any conclusion off of this graph.....
How about some track times to compare against?
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Well I will agree. Anyone want to step up an do this?
Id like to see all 3 things done. Flow tested, dyno back to back,
An track time..maybe will get someone to accept the challenge.
Hey Terry, tell us again how much horsepower your car has....LOL
I find it funny you're calling Shaun unprofessional and all this, and yet you're making infantile jokes towards him a few posts later. Aren't you supposed to be professional too? Being a vendor and all?
I find it funny you're calling Shaun unprofessional and all this, and yet you're making infantile jokes towards him a few posts later. Aren't you supposed to be professional too? Being a vendor and all?
my point is the car is making what 420-440 rwhp? 20hp on mufflers on an n/a car?
my car is making 1000 and had no issues with the mufflers.
If the stock headers were that restrictive then why does the Boss 302 use the same from the factory?
There are plenty of those who have dyno'd their cars with the Boss intake, using different dyno's, that show the powerband stay consistent from ~6,800 to ~7,700 with little to no drop off.
Who knows, but I doubt the tune or motor is a problem.
This is the highest HP NA 5.0 I've had on the dyno.
I had my car on the dyno right after this 447 run and did not put down as much power....and we all know how fast my car runs down the 1/4.
That's irrelevant. Way too many other variable that impact those times. Dyno numbers aren't' the end all, be all. Your car has suspension work, weight reduction, etc... done. Way too many differences between each car to compare.
What is needed are before and after track runs on the same car using the same parts from multiple testers.
My response was to your comment 'there's something horribly wrong with the engine/tune'.
Those that question my tune have never run it. Those that run my tunes don't question the safety and health of their engines.
To reiterate what I've said from day 1.
I run more conservative A/F and ignition timing than most other mail order tunes. My ignition timing curve is within 1 degree of stock 2011, matches stock 2012, and is less timing than a stock 2013. I have posted data logs that show this.
I concentrate on TiVCT changes and getting the power to the ground.
If you are questioning power output of my tunes, you need only look here:
Video: 2013 Boss 302 Mustang Vs. Camaro ZL1 - StangTV
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Bernoulli tells us that as velocity increases in a pipe flow, like in a transition from larger diameter to smaller diameter, pressure decreases as well as the inverse, as velocity decreases pressure increases going small to large. Backpressure is directly affected by fluid/gas velocity.
Call Jason Dicks at Stainless Works and tell him you findings. Maybe he will send you an exhaust to test. 800-878-3635 Ext. 232
kdanner
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Man this video is everywhere. Unlike most people I guess, it really doesn't surprise me a bit. I had no problems outrunning Z-06s on the standing mile, so a ZL-1 doesn't have a prayer. My new license plate is on order, "ZLWHAT".
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