Sort of pointless but just curious if anyone has dyno tuned a high octane maximum power tune for the stock intake and if so what and where were the gains? I know Troyer dyno'd all of the intakes but I never saw where the stock intake fell in that group. I'm trying to convince a friend who said he wants more power to tune but he said he's not doing the whole intake change and all.

 

I got my xcal3 yesterday from Troyer and it states in his direction that he likes to data log for stock intakes because they all flow different.

 

I believe when I first got mike to do my truck, we dynoed stock, superchips, and then mikes custom tune. The only mod on my truck was a true dual exhaust and a drop in K&N Filter. Stock it pulled 215hp/246tq, the superchips225hp/248tq, and Mikes 93 Perf240hp/390's tq.

Since then I've added 35 tires plus the 3.5 AF1, and it still pulls close to 250hp/315tq.

Not sure if that will help since I had dual exhaust but that's the numbers I was getting. Very impressed with mikes tunes. Even without the AF1.

 

nice numbers ski-curious -are you using x pipe?what size pipe and muffler type-nice numbers on 35's -phil

 

The stock intake is a bottle neck IMO.

Hopefully you can follow me here. The truck can only consume 506.38CFM@5300RPM max rpm. But #/min can change.

506.38CFM = ~40 #/min that would make the load 100% at 5300RPM with a BARO of 30 and a TEMP of 60F.

Now the more #/min the engine can take in the more power. (in theory)
Some say 9-10#min for every 10hp.

Now for consideration the JLT intake flows 10-25% more #/min which i had to adjust for in the MAF xfer function.

 

Ski, those are nice numbers and I assume that was 290 tq, not 390 or I'm gonna be real jealous. It appears that Mike pulled considerably more power out at least at peak with 25 hp and 44 ft.lb. from the stock intake. Was there the same kind of separation at lower rpms?

Tony, I sort of follow I think but to clarify, is the stock capable of the required cfm just not the additional #/min? And is that #/min advantage mostly at high rpm over stock? What about at ranges of 2-4k? How much advantage is there with the high flow intakes in the lower rpm ranges. Does the stock intake have the capability to match the high flows in the ranges where it's not being "restrictive" (or is this accross the board). In other words, where does the bottlenecking start for the stock intake?

Basically my buddy drives like a turtle but pulls a boat a lot and wants more low and mid range. I seriously doubt his engine has seen 5k very much if ever so if a tune would gain him significant power from idle to say 4k using the stock intake I would suggest it but I don't want to steer him wrong.

 

#/min is everywhere. it is how the engine figures proper load and why tuning the maf xfer is so vital.

Sure you can work with a stock intake, there are so many other variables. Fuel and spark are two main ones. And you are lucky to get a Lambda of .86 out of the box for peak TQ. So no you do not need an intake, but its almost like not getting the gravy when having some mashers if you know what i mean.

 

I don't have an xpipe, and not sure what size the pipes are. I know the mufflers are full boar. I wanted magnaflows, but they were out of them, and I'm one of those I want it done now hehe. Plus the full boars sounded nice on the owners truck so I went with 2 of those.

I had a JLT intake on my truck too. I thought that it would be better, plus I was having problems with I thought was the 3.5AF1. I took the JLT down to Mikes an he dyno ran both. And the JLT 221HP, and 293TQ, The 3.5 AF1 250HP, and 311TQ. Thats with the 35's.

I found my dyno chart. It wasn't 315 tq it was 311. And yes that was a typo it wasn't 390tq it was 290tq.

The AF1 with Mikes tune was unbelievably better then the JLT intake and tune. If I didn't witness it myself I wouldn't have believed it with all the hype I read about the JLT.

 

Personally I like as much gravy as I can get on my taters which is why I got the big intake but considering 25 rwhp and 40+ rwt is possible from the stock intake plus the much improved tranny behavior I feel comfortable suggesting it to a friend. Thanks for all your help fellas.

 

did ya see the hp and tq improvement ski got bolting on the af1 3.5" just after dynoing with his jlt ram air intake?

 

Makes me wonder if I should dump my Volant, and go with the 3.5 AF1? The canned tunes have made a signifigant difference(custom, coming in an email) I have called several buddies who love their f150, but hate the power. I have told them to join f150 online for a discount. When I first joined, it was more out of curiosity. Now, its a hate/love relationship! Hate the spending, love what it has done powerwise for my truck. The info has been very helpful, I almost feel sorry for the suckers driving around stock!

 

i've personally see at a troyer dyno day last April watching 2-f150 online members swap out their volants for back then 3" af-1's as the volants fall on their face at 4k rpms and above- amazing the difference from 4k to redline-phil

 

Can you explain that for us? As long as your load didn't drop the intake did its job, do you have any evidence? Did the runs consist of the same tune? Was the lid on or off? Etc...

 

i watched the dyno runs as did other members in attendance,same tune ,lid on then off-consecutive dyno runs at troyers last april-phil

 

Still didn't answer my question about load... If you datalog LOAD on each intake it would be a decent representation of what is going on because everyone here knows that load is simply, actual #min divided by max #min.

So unless someone wants to run back to back runs with a volant and AF1 to datalog #/min, STFT, IAT, load, baro,spark, spark source in 2nd gear 0 to rev limit. Even if it wasnt the same person we still calculate load with temp and baro (for the most part).