loss of power when shifting into 2nd

I may take you up on that in the future. I had that plan in mind.

 

If you go to LCE's website they have a dyno chart for the 2TR-FE with headers. It claims to make more, but the dyno chart is such BS. The torque curve doesn't even make sense. I use to have an Accord V6 which had a very restrictive header. A Comptech header gave it a very noticeable improvement. Maybe about 10-20 HP. So yea it's possible to get good gains from a good header, but not 30-80 HP.

 

You shifted too late. What happened is you hit the rev limiter, causing it to switch into "save my ass" mode. It takes several seconds for that mode to clear and normal power to resume.

Try shifting sooner (<5250), and make sure you let your right foot off the pedal BEFORE you disengage the clutch so that it doesn't jump up.

 

i didnt run it against the rev limiter at all, i just got back from an errand, i tried again but this time i shifted at 5k and it did the same thin

 

Well, there is an element of subjectivity to this. Personally, I don't notice any issues with second gear, goes pretty strong to me. BUT, if your expectation is unreasonable, it might seem that way.

What did you drive before? I ask because that is likely what you would be comparing it to.

 

For anyone interested, there is a member on here called Tooter who has posted his Dyno charts to show gains from different mods.

Off the top of my head I want to say that the LCE longtube header on his 4banger netted him +26 peak HP and +19 peak f/lbs of torque.
The main gain he got from the header was that it shifted his power band lower. I want to say torque peak dropped from 3800 revs to 3250?

He also got the power band 100 revs lower from adding the Flowmaster 50 Delta series muffler..

 

LOL while I find the graph a joke, your logic is just as funny.
Not all engines cross at 5252. Period.
This is where my 383 tpi corvette provides evidence.. That bastard wouldn't even turn that fast.
It was more in the 3800 range. It was quick but top end sucked.

My 489 in my camaro crosses power at 5500 and turns 6500.

 

I think that was after he'd already removed his power steering pump and whatnot.

His info is great, but he also did mods that others won't and I don't remember if the dynos are fully inclusive of his tweaks.

 

Sorry, but it's not my logic, it's simple math. If you notice, I included the formula to prove it. If you have dynoed your cars and the Hp and torque aren't equal at this RPM, you should talk to the Dyno operator/owner. It's out of calibration.

The explanation behind your Vette is simple: the lines would never cross. Torque is always greater below 5252rpm, Hp is always greater above 5252rpm. And they are equal at 5252rpm. Once again, every engine, every day, every Dyno (well, accurate ones).

Please don't be offended. Before you reply, do a quick google search on the topic. Try searching "dynos crossing at 5252".

 

It depends on the type of dyno. One that measures acceleration or one that measures based on stretch of a piece of metal.

This one crossed at 3700
http://image.superchevy.com/f/88613...t0/1967-chevrolet-chevelle-amd-ss396-dyno.jpg
I understand what you're trying to say, but not all engines are going to cross there.
My corvette crossed around 3900rpms(i built a similar build as a guy on corvetteforum)
It is also based on cam timing, stroke, and the head's capability to flow. The cam is what dictates most of it because you can use the cam to tune where you make power.

I have 3 more dyno graphs from that same day where they all cross at different times and speeds(same gear ratio) in different cars with different types of motors.

 

Ahh, I see the problem. Notice the sides of graph: they're scaled differently. The lines cross at 3900 but the values aren't the same, it's producing what looks to be around 300hp and roughly 400lbft of torque. If the HP and TQ lines were scaled the same, the HP line would be much lower (and not crossing) On this particular graph, it would never cross the torque line. Why? Because it never gets to 5252rpm.

 

Just a quick example. This is my buddy's 02 Camaro SS. The torque and HP values are the same on the left and right. Notice where they cross?

 

Completely random graph I found on Google images of a Yamaha R1 street bike. This is a high RPM, normally aspirated L4 vs my buddy's supercharged V8, so very different setups. But notice, it still crosses at 5252. Even with mods to the bike, the point at which the cross doesn't change.

 

Didn't even notice that you are correct. After rechecking my graphs you are correct! The only one I need to look at my closely is another one I found from that corvetteforum!
Thanks!

 

Just to show you that you were right lmao here is my camaro:

 

Haha, we were postin at the same time. And no problem man! Glad to help someone that doesn't just get all pissy!

And by the looks of it, the '75 probably runs pretty good, huh?

 

Yeah its nice to learn a few things every now and then!

yes it does I wanna dyno it with my 150 shot of nitrous now! hahahaha its funny because that 150 shot feels like a lot more power than my 4 banger tacoma(which is 150 horse)

 

Yeah, seems to make similar power to my '03 Cobra, which incidentally, had a 150 shot on it. Felt like a train rear ended you when the spray hit.

 

Thats exactly how it feels! It felt like a shift down and go, but instead of doing like 80... You're going around 120 lmao

 

The ECU likes to limit throttle if you mash the go pedal before the clutch pedal is all the way up going into 2nd gear. Trying to save those Luk clutches? Either way, all the 5 speeds do it. The clutch pedal switch that triggers it is the same one that disengages the cruise so it's right at the top of the pedal travel.

Either work on your shifting technique or expect the 1 sec delay. Get the weight of your foot off the clutch pedal right after you shift and it won't happen anymore even if you shift at 5600 rpm.