Dyno results for the \'94 RT/10 & \'96 GTS with the exact same mods, Borla headers, ...
Hi Everyone,
As many of you know, I'm big into facts and results. Not much of one to attempt to muddy the waters or create a lot of unwarranted hype. I would like to share with you the results of my dyno testing of easy to install "horsepower" parts. The numbers shown will be the SAE corrected peak numbers at the rear wheels with a smoothing factor of 3 on the dyno-jet software (reduces highs, raises lows and makes for a smoother graph). Many times the peak numbers do not truly reflect the differences elsewhere in the actual dyno pulls, but everyone likes to see those peak numbers, so...
Car #1, 1994 RT/10 (gen 1 engine):
Power Modifications: stock engine with S&B filters, smooth tubes, VEC1, our side exhaust upgrade (Borla XR-1 mufflers with round high flow cats). 402 HP, 477 Torque.
Power Modifications: same as above with Borla #17112, 1.5" primary tube headers which have 2.5" collectors, 2.5" oval high flow cats. 408 HP, 487 Torque .
Power Modifications: same as original except with Borla #17113 1.620" primary tube headers which have 3" collectors, replace cats with 3" high flow oval cats. 414 HP, 492 Torque .
Car # 2, 1996 GTS (gen 2 engine).
Power modifications: none 394 HP, 447 Torque .
Power Modifications: S&B filter, smooth tubes, VEC1, high flow 2.5" oval cats, Borla cat back with optional second set of mufflers at back, Borla #17112 (1.5"/2.5") headers. 444 HP, 478 Torque .
Power Modifications: Same as above except Borla # 17113 headers and 3" high flow oval cats. 452 HP, 490 Torque .
Additionally, each car has an aluminum flywheel, which didn't seem to make any difference in dyno power readings, but does make the car funner to drive in the low gears (especially effective on the RT/10).
These were all easy to install items (except the flywheel, which can be a bit time consuming). It only took about 2.5 hours to remove the original exhaust manifolds and install the headers on each car. The headers and cat back exhausts all fitted up just fine.
With the exception of the flywheel, the total cost of these items is less than some sets of Viper headers by themselves and yielded great results. We plan to make a nice package based on our results as the cars are both far more powerful (at part throttle driving and full throttle), sound better and are just plain more enjoyable to drive.
Thems the facts, take care all,
Hi Everyone,
As many of you know, I'm big into facts and results. Not much of one to attempt to muddy the waters or create a lot of unwarranted hype. I would like to share with you the results of my dyno testing of easy to install "horsepower" parts. The numbers shown will be the SAE corrected peak numbers at the rear wheels with a smoothing factor of 3 on the dyno-jet software (reduces highs, raises lows and makes for a smoother graph). Many times the peak numbers do not truly reflect the differences elsewhere in the actual dyno pulls, but everyone likes to see those peak numbers, so...
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Car #1, 1994 RT/10 (gen 1 engine):
Power Modifications: stock engine with S&B filters, smooth tubes, VEC1, our side exhaust upgrade (Borla XR-1 mufflers with round high flow cats). 402 HP, 477 Torque.
Power Modifications: same as above with Borla #17112, 1.5" primary tube headers which have 2.5" collectors, 2.5" oval high flow cats. 408 HP, 487 Torque .
Power Modifications: same as original except with Borla #17113 1.620" primary tube headers which have 3" collectors, replace cats with 3" high flow oval cats. 414 HP, 492 Torque .
Car # 2, 1996 GTS (gen 2 engine).
Power modifications: none 394 HP, 447 Torque .
Power Modifications: S&B filter, smooth tubes, VEC1, high flow 2.5" oval cats, Borla cat back with optional second set of mufflers at back, Borla #17112 (1.5"/2.5") headers. 444 HP, 478 Torque .
Power Modifications: Same as above except Borla # 17113 headers and 3" high flow oval cats. 452 HP, 490 Torque .
Additionally, each car has an aluminum flywheel, which didn't seem to make any difference in dyno power readings, but does make the car funner to drive in the low gears (especially effective on the RT/10).
These were all easy to install items (except the flywheel, which can be a bit time consuming). It only took about 2.5 hours to remove the original exhaust manifolds and install the headers on each car. The headers and cat back exhausts all fitted up just fine.
With the exception of the flywheel, the total cost of these items is less than some sets of Viper headers by themselves and yielded great results. We plan to make a nice package based on our results as the cars are both far more powerful (at part throttle driving and full throttle), sound better and are just plain more enjoyable to drive.
Thems the facts, take care all,
