Magnaflow versus Flowmaster ~ Showdown on the Dyno

^^^^ Except for MINOR shaping of sharp edges due to the heat and velocity of the exhaust, there is no "breaking in"

 

yea im excited to see some results. I wish there was a dino shop here im really curious as to what my numbers are after all my work. id give you guys a list but just clicking on my build link below will be much easier

ill be sure to get some pics tomorrow for ya. I absolutely love those headers. much more lower end tq. after driving stock tacomas all day at work and jumping in my truck i feel a big difference. maybe its all mind games. wont know till im able to jump on a dyno.

got em, and yeah i dont think im going to change the y-pipe or the tubing for a while. maybe in a few years. i gotta take a break for a while on all my truck spending.

once brandon gets back from his trip to DC thats what i plan on doing. weld that magnaflow up and see how much rusty junk is in my flowmaster. gotta get everything done before i get shipped back to kauai.

 

No, MPG isn't always directly related to power. But it can be. If you make the engine more efficient, you can gain both. If, for example, you always drive with the A/C on and then turn it off, the engine will have less load to drive and you will get an increase in both MPG and power. Taking any load off the engine is a good thing.

The increase was about 5%. For just the price of a muffler. I'll take it!

So is it correct to assume that as long as you are running closed-loop, the ECU takes care of everything? Tuning only applies when the engine is open-loop?

"If everything seems under control, you're not going fast enough" -Mario Andretti

But what would he know?

 

Thanks! This Friday? If it's in the morning, I can probably stop by on the way to work . . .

 

Yes. MAF controllers don't make any difference in closed loop driving, because the ECU is actively reading the O2 sensors in real time and is constantly adjusting the short term fuel trim to optimize the A/F ratio.

I like this one:

"Horsepower sells cars, torque wins races."

--Enzo Ferrari


Greg

 

Cool.
My appointment is for 10:30 at:

15020 Oxnard Street
Van Nuys, CA 91411



It's easy to get to just a few blocks East of Sepulveda Blvd on the South side of the street. See if you can make it.


Greg

 

Yep, I know the area. I go to a surplus electronics store on the next block. I should be able to make it!

 

It's not mind games. It's been proved on the dyno that longer exhaust runners enhance low end torque just as longer intake runners do. Your 4.0's are of a similar design as my 2.7...





... and not just longer runners, but equal length runners, too.


Greg

 

Did I miss it; which company made those headers and are they for the 2014 4.0 v6?

Thanks,
E

 

The top ones are URD. http://urdusa.com/Exhaust-&-Headers....html?osCsid=62f5928e5844f938f0566f1b81cce4fa

 

And they won't work with 2012-present because they don't work with the air injection system for the smog. I still haven't found a definitive solution to removing or bypassing it. There are other headers that are compatible, though.

 

And the bottom one is LCE:

http://www.lcengineering.com/

Both companies utilize the same principles as Formula 1 exhaust designers to achieve equal length runners when the common collector is at a different angle and at various distances from the exhaust ports.




This is just one example of how competition racing technology constantly pushing the performance envelop filters down to our regular vehicles.

Greg

 

Oh, I didn't realize that. URD could integrate the air passages with a larger flange with air holes drilled in it and a cast channel welded on top of it, although that would considerably raise the cost of the header. The LCE is $450 for just one header, but they accurately duplicated the stock air injection arrangement. It works great with no codes thrown even though it's not CARB approved. In my opinion the extra cost of production is well worth it and I was totally happy to pay for it.

 

While you're on the topic of headers, I want headers but I don't want to cut out my CAT's. It's not that I'm a hippie, but they are there for a good reason. If we all cut them out we are just killing ourselves faster in the long term.

Anywho, are short tube headers worth it? I am supercharged but if I'm not going to see significant gains from short tubes then I'll probably just change the y-pipe to get rid of the flattened bends under the drivetrain. I was looking on URD and I really want to order the 4x4 y-pipe and fuel pump upgrade kit, but I'm one the fence about the headers.

 

Just get the urd or doug thorley y pipe with the resonators.. They'll give you about what shorties would.. Especially with the supercharger. Shorties don't really do much and you have to weld them on. I had an FJ and it was the same issue

 

Just the y-pipe it is. I sorta figured the same thing.

 

This is a dyno when a guy added the y-pipe with forced induction

 

So if I'm reading that right, and I might not be, he saw ~10 HP increase and lost a small bit of overall torque while gaining very good bit of torque on the low end. If that's what I'll get I'm sold lol, that's only $40ish/HP for a good sized gain of torque right where a truck needs it.

 

I totally agree.
LCE got around that issue by folding the long runners so as to occupy exactly the same space as the stock exhaust manifold. The cat remains untouched right where it was.

Sorry, that's above my paygrade. I don't know anything about the requirements of a supercharged engine. But there are plenty of other guys here who do.


Greg

 

No its not.