Borla catback dyno numbers. Gained 28WHP and 24WTQ!
10-15-14 | 11:14 AM
#1
Borla catback dyno numbers. Gained 28WHP and 24WTQ!
Here are the final results...same place, same dyno. Only thing changed is the Borla, no other mods.
BEFORE, baseline run
Peak WHP baseline: 348.92
Peak WTQ baseline: 335.73
AFTER Borla catback
Peak WHP Borla: 377.72
Peak WTQ Borla: 359.98
Peak gains of: 28.8WHP and 24.25WTQ
I knew this system would give substantial gains because of my butt dyno felt power everywhere after the exhaust.
What's really impressive is the power gains between 5500-6200. Since the Borla system eliminates the stock dip in power at around 5700rpms, it gained a whopping 44.4WHP there.
My car is very consistent on this DynoJet, it put down back to back 348 WHP baselines, and the 3 runs after the catback read 376,376 and 377.
I'll get a better graph up once I go home and scan the original sheet, I just took a pic from my phone since I had to go to work right after. To say that I'm impressed with this exhaust would be an understatement, for under $1000 it's amazing value for the power.
BEFORE, baseline run
Peak WHP baseline: 348.92
Peak WTQ baseline: 335.73
AFTER Borla catback
Peak WHP Borla: 377.72
Peak WTQ Borla: 359.98
Peak gains of: 28.8WHP and 24.25WTQ
I knew this system would give substantial gains because of my butt dyno felt power everywhere after the exhaust.
What's really impressive is the power gains between 5500-6200. Since the Borla system eliminates the stock dip in power at around 5700rpms, it gained a whopping 44.4WHP there.
My car is very consistent on this DynoJet, it put down back to back 348 WHP baselines, and the 3 runs after the catback read 376,376 and 377.
I'll get a better graph up once I go home and scan the original sheet, I just took a pic from my phone since I had to go to work right after. To say that I'm impressed with this exhaust would be an understatement, for under $1000 it's amazing value for the power.
10-15-14 | 12:43 PM
#7
If you're comparing the baseline and Borla, I didn't get the AF during the baseline run because the probe they had didn't fit into the factory exhaust. AF was only taken on the Borla runs.
Also it looks like the AF on the Borla runs were pretty much prefect, mid 12s across the board which is on the richer side.
In practice you want to keep it between 12 and 13 to keep the exhaust gas temps down on N/A cars.
Remember 14.7:1 is Stoichiometric, higher is leaner and lower is richer.
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10-15-14 | 12:58 PM
#8
10-15-14 | 02:47 PM
#10
Lead Lap
Joined: Aug 2014
Posts: 417
Likes: 1
From: sc
I did not reset the ECU.
If you're comparing the baseline and Borla, I didn't get the AF during the baseline run because the probe they had didn't fit into the factory exhaust. AF was only taken on the Borla runs.
Also it looks like the AF on the Borla runs were pretty much prefect, mid 12s across the board which is on the richer side.
In practice you want to keep it between 12 and 13 to keep the exhaust gas temps down on N/A cars.
Remember 14.7:1 is Stoichiometric, higher is leaner and lower is richer.
If you're comparing the baseline and Borla, I didn't get the AF during the baseline run because the probe they had didn't fit into the factory exhaust. AF was only taken on the Borla runs.
Also it looks like the AF on the Borla runs were pretty much prefect, mid 12s across the board which is on the richer side.
In practice you want to keep it between 12 and 13 to keep the exhaust gas temps down on N/A cars.
Remember 14.7:1 is Stoichiometric, higher is leaner and lower is richer.
I have to learn a lot about the IS-F and NA cars...
Last edited by juanmedina; 10-15-14 at 02:51 PM.
10-15-14 | 02:51 PM
#11
I understand....... When I used to have my 600whp subaru we considered 12s on the lean side at WOT. 12s were safe for E85 but on 93oct you would probably have detonation. High 11s were perfect to get the most power and 10s were considered to be really rich....
I have to learn a lot about the IS-F and NA cars...
I have to learn a lot about the IS-F and NA cars...
