So just what sort of performance increase should you see on a truck with an aftermarket turbo or twins?

 

geez, all of the sudden it's like a high school girl's locker room in here, and everyone's talking about the new pair of $300 jeans that you need to get. lots of people have been running these for a number of years and reported modest power gains, better throttle response, and slightly lower egt's, only to be told they've been duped by 'ol gale and the boys in banks advertising dept. well, if you're expecting to feel a 50 hp bump from one, i think you're gonna be dissapointed, but if you keep your expectations small, you'll probably feel like most of us who've been running them all along- it's an o.k. mod that gives you modest performance benefits.

 

Almost everyone just looks at peak HP/TQ on a dyno sheet. but here is where a dyno is great, you can look at different mods and at different rpm to see what/where there is a gain or loss. The peak numbers are easy to spot as the software normally prints these numbers. But the numbers that Erik and others are noticing are not the peak numbers but the numbers lower in the rpm band.

Doug

 

Thats what caught my eye was the great bump was in the area that i spend 85% of my time. And in a stick truck think about when you grab that next gear everytime it falls back in that zone. Im thinking the 6 spd. trucks will benifit from it more just for that reason. Just my thought?

 

I think Brian's skepticism is warranted.... just swapping this airhorn is not going to magically produce those power increases on stock truck - just like 86ing the muffler won't "release" 50HP to the drive axle.

Now, if you have sufficient fueling to use the additional airflow - you'll observe much more significant power increases than just swapping airhorns on a stock truck... especially within the low-RPM, low-boost operating range, where the CTD is much more sensitive to typical N/A-style airflow enhancements, since prior to passing the turbo's boost threshold - the CTD (VE-wise) thinks it's just a chicken-choked, smog-pumping, wimpy little 360CI slug of a stinky boat anchor.

I haven't looked, but I believe you'll see additional area under the curve at lower rpm/boost, and you'll also observe more of a difference due to the airhorn as other airflow enhancements are performed to the intake & exhaust tracts - i.e. better CAC, pocket porting of the head, 3 or 5 angle valve job, exhaust mods, aftermarket cam, larger turbo that moves more air at lower boost, etc.

I also agree with the gentleman from Terrell that the manual trucks will get a larger benefit from a free-flowing airhorn... or anything else that improves the no/low FI VE of these engines.

 

I love talkin' car stuff while in the girl's locker room. Utopia.

 

That statement is spot-on--and funny!

 

Excellence in authorship sir.

 

I love it!!

 

Then again, I just like being in the girls locker room!!

 

OOOOooooOOOOO you ain't lyin!!!!!!!

 

that's funny and not right all at the same time!

 

I had my doubts Early this year (march) and was proven wrong on my own truck on the dyno when we installed my buddy's ATS intake on my truck. my HP/tq gains were almost spot on for what this guy posted and the improvement with spool up was note-worthy.

interesting to see the other intake comparisons. I have one other friend who is running a 62/14 on his 04 6spd 305/555 running an AFE, 4" pipe and smarty runningSW7 on the mild torque management aftermartket turbo/ stock injectors stock LP. he was toying with purchasing a 12cm housing because when towing his spool up was not quick enough to pick back up before his EGT's climb up on him when he changed his intake his spoolup was almost as quick as his grandfathers truck with the 62/12 on an 03 SO 6 spd running the smarty SW#7 and an AFE air filter and no mods to the exhaust

towing side by side the 62/12 at a shift never seems to struggle to pull the boost back up on a hard climb and keep the EGT's in check the 62/14 does get warmer when trying to get the boost back up and many times the EGT would force him to back out of it

bunch of rambling i know but thought it was definatley interesting

 

That is some additional good data!

BTW, we sold out the warehouse of all of the CFMs with ports! We will have more next Thurs or Fri. Thanks to all of you who have ordered so far, keep it coming!

I can also do a good deal on the ATS, but they are about $50 more than the CFMs

 

if you understand pump theory u can understand why the horn works so well.
In a fire truck when u pump your attack lines you have to pump them at 10psi per 50feet more. So you have 100feet of 1 1/2 hose on the ground you have 20psi of friction loss so 100psi at the truck is 80psi at the nozzle. So you have to pump at 120psi to get 100psi at the nozzle but there is a problem if you get 500 feet of hose on the ground and you need 100psi at the nozzle you have to pump the truck at 200psi. Here is the problem, that much pressure causes turbulence in the hose, causing more friction loss. Now u take that same 500 feet of hose and you use 2 1/2 hose witch is 1.5psi of friction loss per 100 feet so instead of pumping 200 psi you only have to pump 107psi to get 100 psi at the nozzle and on top of the less presure you have to pump you also get 3x GPM.

So by takeing out a 1 1/2 restriction and making it a 3in port you cause less resistance and less turbulence witch = more air witch makes more power.

Hope that helps