Today I went to my dyno shop with about 7 Contour SVTs. The SVTs were making between 150-166 fwhp and ~155ft/lbs of torque. A SC SVT showed up and put down 255 fwhp and 193 ft/lbs of torque. The stock power rating for the SVT is 195-200hp DOHC 2.5 with a car weight of 3100lbs.

Now for the stuff you guys care about. I hopped on the dyno with my only new mod being the Poorman's CAI. The results:

175 fwhp @ 5500rpms
194 fwtq @ 4500rpms (more torque than a SC Contour SVT )

My mods are the Poorman's CAI, RT cat, Stillen Y-pipe, and Courtesy B-pipe. Compared to my prior dyno with the HKS intake, I'm making pretty much the same power throughout the powerband. The differences in power thru the rpms between the HKS intake (POP setup) and Poorman's CAI are at most 3 fwhp and 3 ft/lbs of torque which can be attributed to the difference of running on a different day. With the results taken into account, the power numbers by 100 rpms, and the acceleration time every 100 rpms shows the CAI making the same power as the HKS.

What really thrills me about the Poorman's CAI is that it probably makes more power than the HKS when the car is running at 40mph because the two intake pipes are technically a ram-air setup which pressurizes the intake box and can't be shown on the dyno. The fan that the shop uses generates the equal of a 15mph gust of wind. When I dynoed with the HKS, I had the hood up which is isn't exactly the kind of air flow it would see with the hood closed (especially on a hot day).

If the weather holds on, I will be going to the track Sunday.


Dave

 

Are you gonna get the ecu? It seems like the results are super. OR are you going to wait for a regular dynojet chart?

 

Mike-

After seeing Confused's runs with his UPRD ecu and the fact that he's running no quicker than myself (et or trap speed plus he's at sea level, I'm at 1200 feet), I'm gonna hold off on any kind of ecu. My next power mod will be a Apexi Super AFC. After looking at my prior and current dyno results, the tech and myself agreed that once the stock ECU comes off the "economy" program and goes into the
"WOT" program (around 3700 rpms), there is a dip in hp and tq (this can be seen in nearly VQ dyno). The tech, who is very experienced in setting up Vortechs systems and turbo systems for the Mustang, says my power curves look extremely similiar to a Mustang crossing into different fuel tables (ie it's a fuel problem). We both think that a fuel computer could compensate and add some power in the mid range and make drivability and torque even better. I don't think topend power will be gained though.

Like the Poorman's CAI, I will dyno to get a clear idea if the S-AFC is making extra power. I figure I'll have to get a 1-hour session to get the S-AFC tuned correctly.

If I ever buy an ECU, it will probably be a used JWT.


Dave

 

But with the adition of the ECU and shift light he gained 2mph in his 1/8 and 1/4 trap. Now 2nd gear only goes up to like 67-69mph before hitting the rev limiter. So basically from alittle before the 1/8 to the 1/4 is a 3rd gear pull. I don't believe a shift light would add 2mph in both traps. I will wish you luck, you might find 2-4hp by leaning out the fuel curve but you won't get the torque in the midrange. That comes from the advanced timing curve. I'll be the 1st to give props if you can get the 5-10tq increase in the midrange .

 

I thought the max had 190? Whered all the HP go???

 

loss through the drivetrain..... 190 hp is measured at the flywheel.

 

so you are saying the 2k muffler doesn't add any HP or mph gain on trap speed?

 

i also wonder if the 2K exhaust might have had something to do with the gains. it is supposedly a little more free flowing than a stock 95-99 muffler. i gotta say though that my car does feel a little quicker with the ecu. hopefully i can gut some time slips now that my starting issues are resolved.

 

I don't believe it adds power. The main reason for using a 2k muffler is so that one can have bigger piping without the sound increase. Remember a 2mph gain is pretty big.