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Looks like it bleeded off boost at about 7300 when it hit 12#s? Looks like it would made in the 775+ range if you pulled it 8000rpm and no bleed off.

19 degrees on Super at 12psi is rather aggressive. And with true e85, I would think 24 degrees on 12#s would be within safe margins. On my other twin turbo car, I run 32#s of boost with 24 degrees timing on e85. Although it is only 9.5 compression.

Factor in actual ethanol content too. Everyone calls for e85, but allot of pumps never hit e85. E70ish is the norm and will have less timing threshold vs knock then actual e85.

Yes, thinking whoever can tune a ngauge should be able to do a HP tune file. Not sure, but just maybe the files loaded onto the ngauge are hp files???

I was under the impression that the Ngauge is a HP type product (maybe wrong). I know PBD does HP tunes.

I just picked up a 18 Premium today. MSRP was $44,570 I believe and I was able to pick it up for $39,400. That included my local taxes and any dealer fees. Ford rebate that applied to this deal was $3000. Many great deals to be had on the 18s. The salesman told me that Ford is still sending them...

Turbo setups have always made more power from the lack of draw from the engine via the belt from the supercharger. Typically a turbo can make 10-15hp more for each pound of boost. At 17#s and on the low end at 10hp, that does equate to 170rwhp more. Not quite the 370hp though.

Why would you put e85 with out the car being tuned for it?

From my experience at high elevation, the corrected numbers can be achieved at sea level if the system is capable of doing it. But, the big difference is the boost numbers showing those corrected numbers. 17#s at this elevation, the car most likely made in the mid 900rwhp range. I have also...

I live here in Albuquerque and have dyno'ed many of my toys. The dyno correction factor is all the same, N/A, supercharged, turbo. Typically the correction factors are 20% and up. On a real bad day, Dynojets will correct to 22-23% here in Albuquerque. With a turbo boosted setup up here the...

Got to love the high elevation 20+% correction numbers! Most likely a mid 600hp actual at elevation.

I had the long start issue with my previous tune. Ken Bjonnes tune and no long start issues at all.

I have a Paxton setup also. Tune is what controls the startup and idle. I had a tune that came with Lund on my original install and it had long cranking when starting. I now have a tune with Ken and I do not have that problem. Quick smooth startup on e85.

I just had a weird sound that was coming from the front of the engine and sounded like drivers side head area. Thought maybe a timing chain guide or cam phaser. It was the alternator. The pulley/shaft and play internally and was making a funny sound.

I lost 2-3#s when I put the Boss IM on. I actually went down in pulley size to get it back up to 15#s.

Are you trying to piece together a kit? I could have a 2200SL head unit for sale.

Maybe your motor broke in and you got more power? The traction control should cut power to avoid a dangerous situation when the tires are breaking loose. Sounds like you are expecting it to help with acceleration?

Stock intake manifold peaks at 6500rpm. Does not matter if its forced induction or naturally aspirated. That is the characteristic of that manifold. I put a BOSS IM on my Paxton setup and it peaks at 7500. People are mixing the fact up that centrifugals blowers continue to make boost with rpm...

Appreciate the feedback. So just replacing the Q with the QR will have a decent reduction in sound? Mainly looking for something quieter during normal driving mode.

I have a Paxton and it cruises around at about 5-7 degrees over ambient. But under WOT it will hit 140+ IATs at 15#s of boost. That is usually in a 90+ degree day.