Mmmm.... tasty headers
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this is why i keep harping that this is a great mod for the track where you rarely at low revvs. after getting on the track i am NEVER in first gear.
Originally posted by JETJOX
The headers for Suncoast were designed for a gain in the mid range and with a better top end charge. This will help exit speed and top speed. Also, they were not just tested on a dyno, but the drag strip, comparing mph #'s which show realistic on the road gains. As 1999 Porsche 911 stated above, the rpm drop from 1st to 2nd will put the engine torque in a not optimum spot. HOWEVER, this is not true in the higher gears. The gear spaceing will tighten and better optimize that header under real racing or high performance driving. Also, very little real time is spent in that area under accel. Because of the low speed, gearing and aerodynamic drag the car moves through that rpm quickly even though the power is down very slightly. The 2nd to 3rd and 4th to 5th shift will show a much smaller rpm drop and put the power in the sweet spot. this is where the gains really start to shine. If your driving on a road course or the drag strip and you data log where the engine spends most of it's time you will likely find it's above 4500 almost the entire time! So, under full throttle conditions those headers will out perform the stock headers everytime. The car WILL be faster than the stock setup. I think this is what we're all looking for when we spend our money?
Joe R
The headers for Suncoast were designed for a gain in the mid range and with a better top end charge. This will help exit speed and top speed. Also, they were not just tested on a dyno, but the drag strip, comparing mph #'s which show realistic on the road gains. As 1999 Porsche 911 stated above, the rpm drop from 1st to 2nd will put the engine torque in a not optimum spot. HOWEVER, this is not true in the higher gears. The gear spaceing will tighten and better optimize that header under real racing or high performance driving. Also, very little real time is spent in that area under accel. Because of the low speed, gearing and aerodynamic drag the car moves through that rpm quickly even though the power is down very slightly. The 2nd to 3rd and 4th to 5th shift will show a much smaller rpm drop and put the power in the sweet spot. this is where the gains really start to shine. If your driving on a road course or the drag strip and you data log where the engine spends most of it's time you will likely find it's above 4500 almost the entire time! So, under full throttle conditions those headers will out perform the stock headers everytime. The car WILL be faster than the stock setup. I think this is what we're all looking for when we spend our money?
Joe R
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Originally posted by sharkster
I talked to Todd today and he has some very cool news about the 3.6L kit in terms of what it runs in the 1/4mile... Let's just say 11s are not out of the question
I talked to Todd today and he has some very cool news about the 3.6L kit in terms of what it runs in the 1/4mile... Let's just say 11s are not out of the question
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Originally posted by karlooz
did the same test today.
from 1st to 2nd rmp dropped to ~4250
from 2nd to 3rd rmp dropped to 5000.
anyone know what the reprogrammed redline is for the evo SC? seems like it goes to a soft limit around 6750~7000 in first gear. definitely doesn't go to stock redline in 1st.
did the same test today.
from 1st to 2nd rmp dropped to ~4250
from 2nd to 3rd rmp dropped to 5000.
anyone know what the reprogrammed redline is for the evo SC? seems like it goes to a soft limit around 6750~7000 in first gear. definitely doesn't go to stock redline in 1st.
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Originally posted by sharkster
I talked to Todd today and he has some very cool news about the 3.6L kit in terms of what it runs in the 1/4mile... Let's just say 11s are not out of the question
I talked to Todd today and he has some very cool news about the 3.6L kit in terms of what it runs in the 1/4mile... Let's just say 11s are not out of the question
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Here's some trivial info.
1st 3.82 shift @7146 rpm will drop to 4173
2nd 2.20 shift@7182 rpm will drop to 4962
3rd 1.52 shift@7175 rpm will drop to 5759
4th 1.22 shift@7104 rpm will drop to 5940
5th 1.02 shift@7110 rpm will drop to 5855
Therefore the only disadvantage is from the 1st to 2nd gear shift and that's only for approx 350 rpms in the gear that it accelerates quickest through time wise. After that it's all gravey!
JR
1st 3.82 shift @7146 rpm will drop to 4173
2nd 2.20 shift@7182 rpm will drop to 4962
3rd 1.52 shift@7175 rpm will drop to 5759
4th 1.22 shift@7104 rpm will drop to 5940
5th 1.02 shift@7110 rpm will drop to 5855
Therefore the only disadvantage is from the 1st to 2nd gear shift and that's only for approx 350 rpms in the gear that it accelerates quickest through time wise. After that it's all gravey!
JR
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Originally posted by JETJOX
Here's some trivial info.
1st 3.82 shift @7146 rpm will drop to 4173
2nd 2.20 shift@7182 rpm will drop to 4962
3rd 1.52 shift@7175 rpm will drop to 5759
4th 1.22 shift@7104 rpm will drop to 5940
5th 1.02 shift@7110 rpm will drop to 5855
Therefore the only disadvantage is from the 1st to 2nd gear shift and that's only for approx 350 rpms in the gear that it accelerates quickest through time wise. After that it's all gravey!
JR
Here's some trivial info.
1st 3.82 shift @7146 rpm will drop to 4173
2nd 2.20 shift@7182 rpm will drop to 4962
3rd 1.52 shift@7175 rpm will drop to 5759
4th 1.22 shift@7104 rpm will drop to 5940
5th 1.02 shift@7110 rpm will drop to 5855
Therefore the only disadvantage is from the 1st to 2nd gear shift and that's only for approx 350 rpms in the gear that it accelerates quickest through time wise. After that it's all gravey!
JR
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Here1999, try this. It's works very well. http://www.freewebs.com/soslo/formulas.htm#et_from_hp
There are some very useful formulas in there, I think you'll like it.
There are some very useful formulas in there, I think you'll like it.
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Originally posted by JETJOX
Here1999, try this. It's works very well. http://www.freewebs.com/soslo/formulas.htm#et_from_hp
There are some very useful formulas in there, I think you'll like it.
Here1999, try this. It's works very well. http://www.freewebs.com/soslo/formulas.htm#et_from_hp
There are some very useful formulas in there, I think you'll like it.
2.20/382 = .576 * 7146 = 4115
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Originally posted by JETJOX
Here1999, try this. It's works very well. http://www.freewebs.com/soslo/formulas.htm#et_from_hp
There are some very useful formulas in there, I think you'll like it.
Here1999, try this. It's works very well. http://www.freewebs.com/soslo/formulas.htm#et_from_hp
There are some very useful formulas in there, I think you'll like it.
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Most of the others were very similar in their designs. We felt that these designs could be improved upon. It's of course much more expensive to produce a header with a true merge style collector. However, Suncoast was only interested in having a header that showed real gains in a usable rpm range. The cost was a secondary priority. F.Y.I that type of merge collector alone costs $250.00 each X 2 = $500.00. Not to mention the cost to build the pipes , flanges etc... During testing of other brands we did not see much of a gain. Also, much testing was done at the drag strip to substantiate the dyno numbers. Many prototypes were made and tested before the final design was produced.
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i was looking at my charts again. i actually didn't post the best after chart. i used the second "after" run based on the peak HP number. the first "after" run actually picked up more peak torque than the second one and was approx. 1 peak HP less than the second one. the heat soak probably diminished the second run. this shop does there runs back to back with the car idling on the dyno for a minute or so between runs. i probably should have overlayed the first "after" run over my "before" run.