Not very hard. I made 404 with headers and a tune. Tq is all in the tune. Tuner needs to optimize the cam timing to bring the tq back. A friend made 416 tq with headers and intake.
There is definitely some power left under the curve. We don't see it making much of a difference but we are still playing around with a few things.
I would expect 450-460whp on a manual car. We have one coming in for an install soon.
Nothing was changed yet just to see what the parts alone were worth. That said, the PCM made some of its own changes as a result of these parts.
We don't really worth with that here since it is not readily available in this area. We can put in some race fuel and turn it up but the goal right now it to build a car that is designed to run on premium pump fuel.
It's coming!
So this was just installing the headers with no tuning changes. Might I add that even if the ECU is adding ignition advance, doing so, so that the knock sensor does not need to add this additional timing, may even result in adding more before seeing knock, and tuning the VCT is going to be the cake where gains will be shown with running this manifold. Installing long tubes and changing the intake manifold are huge modifications that alter the VE of an engine. Tuning the VCT is a must for valid and accurate results for doing these tests.
I agree 100%. This takes time to perfect. To achieve maximum gains under the curve VCT tuning is important.
Well sure, that's because an increase in airflow has occurred and the engine is now more efficient resulting in more hp. But, to show what installing a part and showing what it can really do, tuning every aspect of engine function is crucial when doing a dyno comparison and showing what the intake manifold is really capable of. Every time I've ever compared parts, I tune vct for each modification to get the max efficiency each time. Always resulted in more hp and a faster car.
