Contour Enthusiasts Group Archives Forums Modifications Duratec Performance Port and MAYBE polish II...the inside story...

Real life beats text books... Numbers, power, throttle response, and times - thank you very much. :p

Funny how my car was faster just with them pinned isn't it... Just because the theory is correct does not mean the execution is.

See secondary post...

I think Dan Gurney and Weslake proved the point....

I hear you brother. I tried to remember some fluid dynamics stuff last week or the week before when I was talking about exhaust (single in/dual out) and how it can actually be a flow problem vs. single in/single out or true duals.

Terry, good info again bro. Keep the good stuff rolling.

They proved nothing on this engine or my car. (remember the theory vs execution point I made)

Normally I respect what you say, but spouting these bits & pieces of a theory and having nothing to back it up is really getting old.

I have real world data supporting my point.
My car seems to run well enough, my power numbers are pretty good comparatively. Or to put it bluntly - Seems I can tune & match parts well IMO... Why would I do something that lost power. I wouldn't!

What hard data do you have supporting your point on this matter??? I would be very interested in seeing what information and data you have collected on this subject.

FIGHT! FIGHT! FIGHT!

DemonSVT, since you are touting your "real world data" I would like to see it.
I think it is safe to assume that you do not have back to back dyno runs of your car with stock and then pinned/removed secondaries.

I looked through your website, and could only find a single dyno sheet, and a single 1/4 mile time, harldy any comparable data, which is why I would like to see what you are talking about. Some comparable before and after dyno plots would be best, or some 1/4 mile time slips run under the same atmospheric conditions would be ok too I guess (though hardly the best way to discuss an issue like this)

All I have to go on are your dyno plot and your mod list, and then compare them back to my own dyno back when my SVT was stock (alas, I have not been back to the dyno since )

According to your website, you have significantly worked your intake passages, ie extra extrude honing in both the UIM, and the intake ports in the head, as well as porting the LIM significantly. Larger, "flow-optimized" throttle body, custom calibrated 75mm MAF, large K&N filter, and moving to the exhaust, MSDS headers and Y-pipe, custom mandrel bent exhaust w/ dynomax mufflers. And then to electronics, you have an Apexi SAFC, and a custom tuned superchip (5th revision apparently).

All this leads to a dyno w/ a peak hp of 187.2 and a peak tq of 168.8
If I compare that to the dyno of my car stock (w/ a K&N drop-in filter only) all that work has netted you a whopping 26hp and 13 lb-ft of torque. Sounds like an awful lot of time, effort and cash for that small of a overall gain (and my car is certainly far from a factory freak) for someone who claims, to put it bluntly
Something ain't right here is all I'm saying, maybe I don't have all of the data, but what I can see, doesn't really support your statements Demon. Please, I would like to see any additional data you have that does support your real world gains.
Thanks,
Brian

Demon,
the Dan Gurney/ Weslake artical was fact,I didnt write it ok, you seem to take offence at any quoted documents on this site, have you ever studied themodynamics etc...maybe you should apply to the 'Big 3'..with your talent we would have the 3.0 making 300hp stock right...

For all that searching you obviously missed the big point that the dyno posted was done last December and the recent mods were done over the last couple months. So I think 187/169 was pretty good considering it was basically bolt ons & some home brewed mods.
Like I always like to say. "It's all in the detail work."

I just find it quite amusing that every time a good idea comes up or someone comes onto a good discovery the little "engineer" clique shoots it down with a bit of a theory here or a passage of a book there. However not substanciating any of it with real world data correlating to our vehicle. Just expecting everyone to "heed their wisdom."

Just saying "that's how it is" "so & so's theory pertains to xxx"

I realize a lot of folks here are extremely knowledgable. I appreciate that knowledge and the ability to learn new things. Guess I'm just not one to follow in line guys. If I had pulled the secondaries (or more likely pinning them sucked for me) - I would be the first to stand up and say so. However I love it!

Also I'm not argueing with the theory. Never was nor would be. I'm just stating real world findings on my car.

Personally I would ditch the secondaries for the added benefits alone! Not even taking into account any possible power gains in the higher rpms!
I also have stated numerous times I do not recommend this mod. Only oneself can be the judge of that.
I'm far from stock, have a custom spark curve, & A/F tune-ability just for beginners.

I have file apon file of data. Notes, graphs, etc... A few select people have seen some of them, but I don't have everything listed online. That's just silly & not feasible.

I agree using drag strip info is not a good source of comparisson too.
However increasing my trap speed nearly 2.5mph and doing it in 80 degree weather with ~90% humidity compared to 60's and 40% last fall is quite a jump any way you look at it.
Also being 5 seconds faster than the next SVT Contour & 3.5 seconds faster then the closest Cobra at the last Auto-X could just mean I'm an excellent driver too... I'll take that compliment over being a good tuner anyday... :p

If I heard you right at SpringZing, the original Duratec 2.5L prototype was already at 250, so it's already been done

TB

So if I have a 2.5L that makes 250HP or better I should apply then, right???

...and I haven't even cracked into the engine nor have 6 billion in R&D...