I have a question about others gains with the Airaid. I've read the other post asking the same but my question is a little more specific. I have a box stock '04 Titan LE KC 4x4. I used a G-Tech Pro RR to get some base line data. I got a best of 7.4 0-60 stock and consistently between 7.4 and 7.8. Then I installed the AirAid TB spacer. I made two more runs today and got 7.5 followed by 7.2. Dose this sound consistent with what's expected. I down loaded the files on the PASS software to my computer and looked at the graphs. This is where the G-tech RR unit really shines. I could see a slight gain in the G's on initial take off. But not much. I'm wondering if this could be due to better launch or an actual gain. The runs were done in the same location. One note: on the 7.4 run I had 1/4 tank of gas and on the 7.2 I had 3/4's of a tank. I will try again when the tank is down to a 1/4. I will also try to upload screen shots of the G-Tech data.

Last but not least, should I see better gains with a Volant and Gibson exhaust? Those are next.

Bill

I have a question about others gains with the Airaid. I've read the other post asking the same but my question is a little more specific. I have a box stock '04 Titan LE KC 4x4. I used a G-Tech Pro RR to get some base line data. I got a best of 7.4 0-60 stock and consistently between 7.4 and 7.8. Then I installed the AirAid TB spacer. I made two more runs today and got 7.5 followed by 7.2. Dose this sound consistent with what's expected. I down loaded the files on the PASS software to my computer and looked at the graphs. This is where the G-tech RR unit really shines. I could see a slight gain in the G's on initial take off. But not much. I'm wondering if this could be due to better launch or an actual gain. The runs were done in the same location. One note: on the 7.4 run I had 1/4 tank of gas and on the 7.2 I had 3/4's of a tank. I will try again when the tank is down to a 1/4. I will also try to upload screen shots of the G-Tech data.

Last but not least, should I see better gains with a Volant and Gibson exhaust? Those are next.

Bill

Bill, you will see definite results with the right combination. Air intake, TBS and exhaust all together equal measurable gains. I also find it interesting that Stillen uses 2.25" for their dual exhaust setup! :?:

I have a question about others gains with the Airaid. I've read the other post asking the same but my question is a little more specific. I have a box stock '04 Titan LE KC 4x4. I used a G-Tech Pro RR to get some base line data. I got a best of 7.4 0-60 stock and consistently between 7.4 and 7.8. Then I installed the AirAid TB spacer. I made two more runs today and got 7.5 followed by 7.2. Dose this sound consistent with what's expected. I down loaded the files on the PASS software to my computer and looked at the graphs. This is where the G-tech RR unit really shines. I could see a slight gain in the G's on initial take off. But not much. I'm wondering if this could be due to better launch or an actual gain. The runs were done in the same location. One note: on the 7.4 run I had 1/4 tank of gas and on the 7.2 I had 3/4's of a tank. I will try again when the tank is down to a 1/4. I will also try to upload screen shots of the G-Tech data.

Last but not least, should I see better gains with a Volant and Gibson exhaust? Those are next.

Bill

Hi Gearjamer,

I'm a fan of the G-tech although I still have the old school version. I really want the RR bad. Just a matter of time. Mine averages 6.6. I have the Volant AND a Borla exhaust. The two compliment one another and need each other according to dyno's I've done in the Titan's case.

One thing that has been noted is if your gonna do intake complete the equation and do exhaust. My dyno results have shown that when I put the Volant on after I had aftermarket cat-back it really made a noticeable difference in performance. If you do just one or the other your just cheating yourself out of letting the Endurance do what it wants to do. Perform.

Before and after dyno's have shown this to be true. i believe I gained something around 20 hp and 40 torque adding a Volant to my Gibson/Borla exhaust. ( I have Gibson piping and a Borla muffler)

yea that RR is cool but i got the old one also :( still works well though. i was getting a average of 6.8 with my intake and exaust, and now with the screen removed and the TB spacer in i will consistently run a 6.7 seconds. shows a little gain but not as much as yours because mine was my 3rd modification. that is the only power adder on your truck right now so you show i higher gain. get the intake and exaust on there and you will be down where me and Finnatic are in the mid 6's

Bill, you will see definite results with the right combination. Air intake, TBS and exhaust all together equal measurable gains. I also find it interesting that Stillen uses 2.25" for their dual exhaust setup! :?:

That is interesting, since it is a common fact that a single 3" pipe flows better than dual 2.5" inch pipes. So, I am stumped why he is going with the stock sized pipes?!? Kinda seems like a waste of money and you are probably better off just keeping the stock system and just swap mufflers...

Thanks Guys,

About the larger piping. 2.25 is good for low end and keeping the velocity of the exhaust gasses moving. With larger pipe the gases will actually slow down at the lower RPM's. The Titan is engineered for low end. Look at the dyno's it makes nothing after 5k rpm. So I'm surprized that there would be a gain with 2.5 pipe.

Bill

P.S. I'm talking to Socalmotorsports about getting a Volant intake AND Gibson single. I'm just waiting for them to take my money...er card. :)

Thanks Guys,

About the larger piping. 2.25 is good for low end and keeping the velocity of the exhaust gasses moving. With larger pipe the gases will actually slow down at the lower RPM's. The Titan is engineered for low end. Look at the dyno's it makes nothing after 5k rpm. So I'm surprized that there would be a gain with 2.5 pipe.


I have not seen this to be true on dyno runs comparing a stock exhaust to any aftermarket catback (all 2.5" -3" piping). I dont know anyone who lost any low end by going to bigger pipes.

Thanks Guys,

About the larger piping. 2.25 is good for low end and keeping the velocity of the exhaust gasses moving. With larger pipe the gases will actually slow down at the lower RPM's. The Titan is engineered for low end. Look at the dyno's it makes nothing after 5k rpm. So I'm surprized that there would be a gain with 2.5 pipe.


I have not seen this to be true on dyno runs comparing a stock exhaust to any aftermarket catback (all 2.5" -3" piping). I dont know anyone who lost any low end by going to bigger pipes.

You obviously haven't read all the people who say you lose torque by reducing back pressure. Of course these same people use X or H pipes and headers (to reduce back pressure) so they can get more power.

I think there is a balence to be found between too much back presure and not enoff. For a larger displacement engine running low rpms the larger pipe would give better gains. I think the Titan is on that edge with 4 valve heads and greater than 5 liters of displacement. I could see where 2.5 pipe would give good HP gains. But I think 3" would be too much. I'm just suprized that 2.5 would give that much more low end compared to 2.25 with mandrel bends. The stock piping looks like it has mandrel bends. A local muffler shop thought I had the "big" exhaust to begin with.

You obviously haven't read all the people who say you lose torque by reducing back pressure. Of course these same people use X or H pipes and headers (to reduce back pressure) so they can get more power.


Actually, al the dyno sheets I have seen that compare stock vs. modded with catbacks show a gain over the entire curve, not just on the top end.

If you guys look at the dyno sticky posted at the top, you will see that guys have gained upwards of 30ftlbs peak tq just by swapping to an aftermarket catback.

You obviously haven't read all the people who say you lose torque by reducing back pressure. Of course these same people use X or H pipes and headers (to reduce back pressure) so they can get more power.


Actually, al the dyno sheets I have seen that compare stock vs. modded with catbacks show a gain over the entire curve, not just on the top end.

Sorry, let me clarify my sarcasm. I am agreeing with you, but most of the people I see post about this say that larger pipes will reduce the back pressure and therefore you will lose your low end.

I started a thread about this a while back on TT, and the result is that we need to get an engine dyno so we can truly test the ENTIRE RPM band with various mods/pipe sizes to see what really happens. With every dyno I have seen, nobody knows what is going on below like 3K RPM where we actually drive like 90% of the time.

I've been using a G-Tech PRO RR with the PASS software to down load data on to a PC. In the software you can look at graphs of G's, Power VS time, distance vs. time, Speed vs. time and a couple others I can't remember. The one I like is G's VS Time. This is a graphical rep of a "butt dyno". The only mod I've done is the AirAid TB spacer. It has shown only .1 gain in 0-60. But on the G graph it shows about .04 G gain in initial launch. I'm still trying to get a screen shot. Soon as I do I'll post it. My Gibson single and Volant are on order from Socalmotorsports. Those guys rock. Took a little to get a hold of but service was top notch. And the price was excellent.

-Bill