why is my power so low?
That's a good price but you might consider going to a mandrel bent setup - those crush-bend pipes are also more restrictive than optimal. Since your engine is just an air pump, and a blown engine pumps more air, you really need to get rid of it through an optimized exhaust, so every little bit helps more than you might think.
Jim
Jim
I'm going with exhaust on this one too, at least put cutouts in the Y.
I dunno about that much loss for an A4, if that is right at 25% loss my car would be at 1030HP (773/.75) and have over 250HP of drivetrain loss?
I dunno about that much loss for an A4, if that is right at 25% loss my car would be at 1030HP (773/.75) and have over 250HP of drivetrain loss?
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IMO I would go with a 3 inch I pipe if the inlet pipe into the FlowMaster is 3 inches. But if not then all that is accomplished by adding a 3 inch I pipe is to move the restriction 5 feet further back to the 2 1/2 inlet at the muffler.
But if it is 3 inches then a larger diameter I pipe would be reduced restriction all of the time rather than just when the cutout is open. I think you want the pipe at least 3 inches at the y merge and back rather than 2 1/2 inches back to the cutout.
I removed my electric cutout (figured I didn't need it at 565 rwhp).
But if it is 3 inches then a larger diameter I pipe would be reduced restriction all of the time rather than just when the cutout is open. I think you want the pipe at least 3 inches at the y merge and back rather than 2 1/2 inches back to the cutout.
I removed my electric cutout (figured I didn't need it at 565 rwhp).
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From: MOREHEAD KY
i would have never thought to look at this, im going to get the cut out on and then get back on the dyno and see if it helps any, if i pick up a lot(15-20) then ill look into getting the TD setup if not it will be back to the drawing board
Those numbers dont look bad at all.
Like the others have already stated, that trans will rob a good amount of power. Sorry if it was already mentioned in the thread, but where they locking the converter while it was on the dyno?
Another thing that has also already been pointed out is that your current exhaust setup sucks. Theres no other way to put it. That chambered flowmaster 80 series doesn't belong on a stock F-body, let alone a supercharged one. I used to have a Flowmaster catback on my car back when it was a h/c car. It wasn't making the power it should. I changed to a Hooker catback, and the car picked up a lot. Now Imagine what your supercharged car can gain.
My current exhaust setup on my F1C 402 car is: American Racing 2" primary long tube headers, 3.5" collectors, and their 3.5" Y-pipe that has a merge and turns into 4", then a 4" Magnaflow muffler dumped before the axle. Exhaust is important on a supercharged car.
Like the others have already stated, that trans will rob a good amount of power. Sorry if it was already mentioned in the thread, but where they locking the converter while it was on the dyno?
Another thing that has also already been pointed out is that your current exhaust setup sucks. Theres no other way to put it. That chambered flowmaster 80 series doesn't belong on a stock F-body, let alone a supercharged one. I used to have a Flowmaster catback on my car back when it was a h/c car. It wasn't making the power it should. I changed to a Hooker catback, and the car picked up a lot. Now Imagine what your supercharged car can gain.
My current exhaust setup on my F1C 402 car is: American Racing 2" primary long tube headers, 3.5" collectors, and their 3.5" Y-pipe that has a merge and turns into 4", then a 4" Magnaflow muffler dumped before the axle. Exhaust is important on a supercharged car.
Last edited by Jimmy P; Aug 3, 2009 at 01:31 AM.
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so you have a 4 in I pipe then a muffler the dumps? just one?
well 15ish % is based for M6 (Depending on rear end etc) 20ish% is about right for a A4...Due to the lower numbers and the trans isnt slipping it might "consume" a little more through the drive train...The exhaust will help but my exhaust isnt the best and it doesnt seem to hinder too much (too much being key words lol)
I think it's pretty hard to guess but I bet it would be easier with a base rwhp without the boost. These prochargers are like multipliers, the more you make n/a, the more your going to make with the added boost. With that cam, that lower compression and that not so great flowing exhaust, then you add in the power robbing tranny and rear end, I would bet the car is only in the 360s rwhp n/a. People that are making more power are not going to last as long because they don't have the added strength & saftey you have in your car. My car made great power at 13psi, 680rwhp. But my base n/a power was 410rwhp. I also had almost stock compression, a stock 4l60e and a big n/a cam. Yeah it made good power but needless to say, every pass I made I had to worry about it blowing up and then after maybe 20 passes, it did. Your car sounds about right because it's built a little stronger which usually takes away power. The one thing that will deffinetly make a difference is your exhaust. I picked up 15rwhp going from 3" y pipe & open cutout to 2.5" true duals and that was n/a so you can multiply the gains with boost. Other than that, don't worry what others put down because odds are they have weak links as I did and make good numbers while it lasts but now I've been down over 2 years and I'd have to say it wasn't worth it. This time I'm making it strong and I might not make as much power in the end as some others but I'll be happy that it isn't going to break after a handful of passes at the track, at least I hope it doesn't lol.
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From: MOREHEAD KY
ok so i have made another post trying to find out what kinda times guys are running at the same power levels that im at and there weight hopeful that will clear some things up a bit for me