Mike do you sell...
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Joined: Jan 2002
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From: Minnesota
Mike do you sell...
Mike do you sell the Airforce One intake? I am planning to get a chip soon and was planning on getting an intake soon anyways so I will probably get an intake at the same time if you sell them.
Also do you know if true dual exhaust with no muffler or just glass packs will result in a loss of power. I don't have the money to spend on a cat back system and the exhaust system you recommend doesn't sound loud enough to me. Will I need a special program on the chip for dual exhaust?
Thanks,
mozy
Also do you know if true dual exhaust with no muffler or just glass packs will result in a loss of power. I don't have the money to spend on a cat back system and the exhaust system you recommend doesn't sound loud enough to me. Will I need a special program on the chip for dual exhaust?
Thanks,
mozy
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Joined: Mar 1998
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From: Virginia
Hi Mozy,
Yes, we sure do carry the Air Force One like of intake kits, and we also offer a special combo price on the Superchip & AF1 together, just give us a shout by phone or email for combo pricing.
The answer to your other question about the exhaust isn't quite so simple..........almost anything you do to open up the exhaust flow capacity will result in a gain in horsepower at higher rpms and heavy throttle openings.................however, you will also lose torque at any throttle position below 3000 rpm. Almost any true dual setup, and even most of the aftermarket 3" single cat-back systems will do the same thing, add horsepower when the rpms are up and the throttle is wide open, but lose torque below 3000 rpm very noticeably.
The only way to avoid that in a true dual setup is to downsize the pipe diameter all the way from front to rear, no more than 2.0" (unless you have a supercharger, in which case 2.5" is good), and you also need to incorporate an X-pipe as well, to help increase low-rpm torque by speeding up the *velocity* of the exhaust stream.
This has changed so very much from what most of us grew up with, it used to be that with any V-shaped motor, you put a set of duals on it and you automatically gained horsepower and torque all the time, at any throttle position or rpm. Not any more, these days it take some real flow engineering to not lose torque at all throttle positions below 3000 rpm.
It's more detailed that can reasonably be explained here by typing it all out, so if you wouldn't mind, just give us a quick call when you get a chance if you'd like to go over this thoroughly, I'll be happy to explain the theory behind this and exactly what you need to do, etc.
Basically, it's all about the actual *velocity* of the spent exhaust stream..............
Yes, we sure do carry the Air Force One like of intake kits, and we also offer a special combo price on the Superchip & AF1 together, just give us a shout by phone or email for combo pricing.
The answer to your other question about the exhaust isn't quite so simple..........almost anything you do to open up the exhaust flow capacity will result in a gain in horsepower at higher rpms and heavy throttle openings.................however, you will also lose torque at any throttle position below 3000 rpm. Almost any true dual setup, and even most of the aftermarket 3" single cat-back systems will do the same thing, add horsepower when the rpms are up and the throttle is wide open, but lose torque below 3000 rpm very noticeably.
The only way to avoid that in a true dual setup is to downsize the pipe diameter all the way from front to rear, no more than 2.0" (unless you have a supercharger, in which case 2.5" is good), and you also need to incorporate an X-pipe as well, to help increase low-rpm torque by speeding up the *velocity* of the exhaust stream.
This has changed so very much from what most of us grew up with, it used to be that with any V-shaped motor, you put a set of duals on it and you automatically gained horsepower and torque all the time, at any throttle position or rpm. Not any more, these days it take some real flow engineering to not lose torque at all throttle positions below 3000 rpm.
It's more detailed that can reasonably be explained here by typing it all out, so if you wouldn't mind, just give us a quick call when you get a chance if you'd like to go over this thoroughly, I'll be happy to explain the theory behind this and exactly what you need to do, etc.
Basically, it's all about the actual *velocity* of the spent exhaust stream..............