you can gain power if you are running a setup that is not optimized, like a Heads/Cam/intake setup or a supercharger, etc. On a nitrous setup you can switch between programs optimizing timing, for example. THERE IS NO WAY TO SAY YOU WILL GET XX% MORE HP
Oh yeah, BTW Im back.
Oh yeah, BTW Im back.
Well the stock WOT timing curve in an A9 is pretty pathetic, so you could pick up a little there. The stock WOT a/f ratio is also pig ritch (so grandma can go up the grapevine in august, on am/pm gas and not ping). That might be worth a couple, but 10-15 seems like the high end to me...(imho)
You might be confusing the FMU that the blower guys run, with the MAF which we all (post 89) have. The FMU is... (pause) ...kinda like an auxillary fuel pump; it adds extra pressure to the fuel system as the blower starts to make boost. They will be set for a 6:1 or 8:1 or 10:1 etc... ratio, so as the boost comes up, you gain X lbs of fuel pressure for every pound of boost. Its a way of making the smaller injectors flow more fuel than they would normally be able to.
Clear as mud right?
DD
EDIT: its not, but thats the best way I could think of, to explain it in laymans terms...
You might be confusing the FMU that the blower guys run, with the MAF which we all (post 89) have. The FMU is... (pause) ...kinda like an auxillary fuel pump; it adds extra pressure to the fuel system as the blower starts to make boost. They will be set for a 6:1 or 8:1 or 10:1 etc... ratio, so as the boost comes up, you gain X lbs of fuel pressure for every pound of boost. Its a way of making the smaller injectors flow more fuel than they would normally be able to.
Clear as mud right?
DD
EDIT: its not, but thats the best way I could think of, to explain it in laymans terms...
SMOKEDYA said:
The process used on your cobra upper and lower was likely called Extrude Honing. It is a company/service that essentially blasts fine particles of sand/glass through a given casting(cylinder head, manifold, etc.) to remove material, as well as provide a smoother surface for air to travel over. The particles leave a slightly bumpy microsurface on the casting, so as to provide better air velocity. If this was not done on your manifold, then it was likely "hogged out" by somebody who had a grinder and a lot of time.
As for your dyno numbers, I am curious as to what your air fuel ratios were for both dyno sessions. Likewise, I would like to know how the dyno operator loaded the car. Both sessions should have used the same technique and values. The numbers you made with that engine combo are right where you should be.