Dyno -- Stock vs Ace Header / Tune (oem everything else)

[ort895]

This and a flex fuel kit would totally revive my love for this car lol
I need to start saving my pennies.

[cjd]

Originally Posted by CSG Mike

I'm not exactly sure what you're asking...

The brief dip in the torque band is often caused by a cam timing anomaly. Different ramp times and/or different gears alter that false dip on a tuned Ace header car, because it's not "actually there"; its only there under a certain set of conditions.

There's something like that on the Nameless dynos as well - I wonder if it's a similar cause.

Even if it's actually there, it's not something that's ever been obvious while driving.

I might have gone a different route if this setup had been available when I ordered parts... tough sell to switch now - though getting the car quieter may still push me along! It's a bit rough on the ears on road-trips right now. Need to get the suspension sorted first though.

[finch1750]

Originally Posted by CSG Mike

I'm not exactly sure what you're asking...

The brief dip in the torque band is often caused by a cam timing anomoly. Different ramp times and/or different gears alter that false dip on a tuned Ace header car, because it's not "actually there"; its only there under a certain set of conditions.

Ok, thanks for the anomoly part. The other part doesnt really matter then but now is more out of curiousity

when I say more I don't mean raw numbers but mean sacraficing a smaller HP gain for more TQ or vice versa.
I guess what I was trying to say was what is a bigger benefit in terms of real world, more HP or more TQ?

From my understanding HP equals speed which is great on straights. But say a technical track (aka AutoX) where there is a lot of turns and decel/accel happening would more TQ equal faster times?

edit: I guess the simple way to word this would be am I correct in thinking of HP as how fast I could go and TQ as how fast I can reach that speed?

[ort895]

Originally Posted by finch1750

Ok, thanks for the anomoly part. The other part doesnt really matter then but now is more out of curiousity

when I say more I don't mean raw numbers but mean sacraficing a smaller HP gain for more TQ or vice versa.
I guess what I was trying to say was what is a bigger benefit in terms of real world, more HP or more TQ?

From my understanding HP equals speed which is great on straights. But say a technical track (aka AutoX) where there is a lot of turns and decel/accel happening would more TQ equal faster times?

edit: I guess the simple way to word this would be am I correct in thinking of HP as how fast I could go and TQ as how fast I can reach that speed?

Yeah that's pretty much right.

[Teseo]

Originally Posted by finch1750

Ok, thanks for the anomoly part. The other part doesnt really matter then but now is more out of curiousity

when I say more I don't mean raw numbers but mean sacraficing a smaller HP gain for more TQ or vice versa.
I guess what I was trying to say was what is a bigger benefit in terms of real world, more HP or more TQ?

From my understanding HP equals speed which is great on straights. But say a technical track (aka AutoX) where there is a lot of turns and decel/accel happening would more TQ equal faster times?

edit: I guess the simple way to word this would be am I correct in thinking of HP as how fast I could go and TQ as how fast I can reach that speed?

Keep RPM's in the power band, 5k>

[sw20kosh]

Originally Posted by finch1750

Ok, thanks for the anomoly part. The other part doesnt really matter then but now is more out of curiousity

when I say more I don't mean raw numbers but mean sacraficing a smaller HP gain for more TQ or vice versa.
I guess what I was trying to say was what is a bigger benefit in terms of real world, more HP or more TQ?

From my understanding HP equals speed which is great on straights. But say a technical track (aka AutoX) where there is a lot of turns and decel/accel happening would more TQ equal faster times?

edit: I guess the simple way to word this would be am I correct in thinking of HP as how fast I could go and TQ as how fast I can reach that speed?

HP and TQ are forever intertwined. The two numbers relative to each other tell you a lil something about the power band but to get the full picture you need to look at the dyno graph. For autocross I would recommend the ACE350 or the 400/410.

[CSG Mike]

Originally Posted by cjd

There's something like that on the Nameless dynos as well - I wonder if it's a similar cause.

Even if it's actually there, it's not something that's ever been obvious while driving.

I might have gone a different route if this setup had been available when I ordered parts... tough sell to switch now - though getting the car quieter may still push me along! It's a bit rough on the ears on road-trips right now. Need to get the suspension sorted first though.

The best advice I can give you is to run the stock muffler, or possibly the upcoming CSG "quiet" catback.

[CSG Mike]

Originally Posted by finch1750

Ok, thanks for the anomoly part. The other part doesnt really matter then but now is more out of curiousity

when I say more I don't mean raw numbers but mean sacraficing a smaller HP gain for more TQ or vice versa.
I guess what I was trying to say was what is a bigger benefit in terms of real world, more HP or more TQ?

From my understanding HP equals speed which is great on straights. But say a technical track (aka AutoX) where there is a lot of turns and decel/accel happening would more TQ equal faster times?

edit: I guess the simple way to word this would be am I correct in thinking of HP as how fast I could go and TQ as how fast I can reach that speed?

It depends purely on what part of the powerband you're in. Ultimately, Area Under the Curve (AUC) for the part of the powerband you use is what matters.

This is why a Turbo car with a torque spike that tapers hard, is faster than a linear powerband NA car with the same peak power; the turbo car has more AUC.

[Jmonty]

Originally Posted by CSG Mike

The best advice I can give you is to run the stock muffler, or possibly the upcoming CSG "quiet" catback.

What is the quiet catback going to run?

[n8dog11914]

Originally Posted by Jmonty

What is the quiet catback going to run?

I assume this is different than than the ACE 'quiet muffler' paired with the ACE header?

[Jmonty]

Originally Posted by n8dog11914

I assume this is different than than the ACE 'quiet muffler' paired with the ACE header?

Not Sure, I have the ACE Header/ Front pipe combo now and with the 3" Perrin catback it was a bit too much

[churchx]

Then how about one that is most mentioned when asked for quiet one - Q300?
Seeing how well ace header performed i have no doubts for their catback to be exemplary to reach it's design goals .. except that who knows when it will hit the market :/

[CSG Mike]

Originally Posted by n8dog11914

I assume this is different than than the ACE 'quiet muffler' paired with the ACE header?

They are one and the same

[n8dog11914]

Originally Posted by CSG Mike

They are one and the same

Will definitely be interested when it's available!