JMY952

Thankyou for clarifying! I'll attach the ACV back in.

No I haven't yet...I will tomorrow. I got the car diagnosed and they have found a leak from the headers. So everyone here is right. It's either not tight enough or a bad gasket!

JMY952

Finally...ITS FIXED!!! Sounds 200% better!

I'll post some sound clips pretty soon here!

BTW

Is there a way to get the 5th and 6th port actuators working without a airpump on a S5?

1SWEET7

iTrader: (1)

Yes there is. Here you go.
http://www.teamfc3s.org/forum/showth...threadid=42367

JMY952

Thanks!

Hmm..it says it requires a air pump though

rotarygod

iTrader: (1)

I've had a true dual system. It's not even funny how much more power you get down low over stock. A longer tube tunes lower. A shorter tube tunes higher. Whatever rpm it tunes at is also beneficial for half and double that rpm as well.

It's not quite this simple though. Collected systems don't necessarily tune higher or lower and neither do true duals. It's all based on length. In a collected system there are many things that affect it. The collector size is one aspect. The primary length is another. After the collector also makes a difference in terms of diameter AND length. Most people don't know this though. The primary pipe diameter makes a difference. Even the muffler makes a difference. On duals, the pipe diamter and length are what matters.

There are so many things that can change what an exhaust is tuned to. You can not make blanket statements that a collected system is tuned for low rpm and a dual is not. That's absolutely false and that also holds true with the standard parts you buy from Racing Beat.

Tech_Greek

That's what I was informed of when I bought my Racing Beat exhaust, if I wanted more hi-end power go for the true dual, if I wanted more low rpm power than high go for the collected...now if you want to call someone a liar and fool who has been working on rotaries for god knows how long be my guest, but I'm just the messenger relaying what I know.

rotarygod

iTrader: (1)

I wasn't trying to be offensive. I'm not just passing on info that I have no personal experience with. I've had both systems so I know exactly how they behave.

Tech_Greek

Do you have dynos for both systems, I mean butt dyno is one thing but actual physical numbers are another...not trying to start just curious as NO ONE has ever dynoed.

adrock3217

I'll try and have my GTU dyno'd before going ITB for everyone :P

rotarygod

iTrader: (1)

There isn't a slight "my butt dyno might have felt it sensation" difference from each system. We aren't talking about an intake or an ignition box that don't do crap. The difference in each system is VERY pronounced. Enough of a difference that it almost feels like a completely different car with a different engine altogether. No I'm not exagerrating. The average power is very different and this effects how it drives. I am ignoring the way they sound. Sound tells you nothing although the duals do sound like absolute crap IMO.

I could really care less about dyno's. They don't impress me. They are only done at full power. We are using a 2 dimensional graph to try to convey how a 3 dimensional powerband looks. That doesn't mean crap. They say nothing about part throttle and the exhaust design can have huge impacts on throttle response and part throttle power. This is what you feel when you actually drive around. Full throttle is not an accurate measurement as we don't spend most of our time there. I don't care who claims otherwise. They don't really mean **** as peak power is completely worthless and this is all people here ever seem to care about. That's why they don't impress me. There is one very well known and respected rotary builder/tuner who posts his dyno sheets and will then quote the several horsepower spike in one little area of the chart if it peaks there and claim it as the total power he's made. What a worthless misleading stack of crap that tells nothing! Then you have the people who cry foul when you give them their dyno proof because they don't believe what they see. That happens too. Posting dyno's is a losing deal here. They are a waste of money unless you are tuning an ecu and most people wouldn't have a clue what they were looking at if it came with an instruction manual. I care about how the car actually drives and believe me each system drives very different from each other. I have done g-tech runs and seen noticable differences but again, people like to somehow think they know better than a piece of equipment because they have no idea how it works. A g-tech while not the most accurate device on the planet for absolute 1/4 mile runs, is a very consistent piece that can accurately show changes. That's what matters. The actual time doesn't. To make a long story short, I've given up on trying to convince almost anyone on this forum of anything. With the exception of some of the people here (not referring to this thread just the forum as a whole), for the most part this is a very closed minded, negative, doubt everything but believe the wrong guy forum. Now having said that I'm sure I'll get flamed pretty hard but they say the truth hurts so that's fine. If you believe me then fine. If not, that's fine too. I will never claim to be the be all end all when it comes to rotaries. There are many damn smart people out there and there are many who don't know crap but sound like they do. They sometimes get as much if not more respect than the others which is sad and contributes to misinformation being spread.

Just as a side note, have the experts who gave out the power information on their duals vs their header ever posted side by side dyno charts as proof? NO! I know and respect the guys there so don't think I am calling them liars by any means. I'm not. As stated in an earlier post, depending on how each system is designed, you can make either one come out ahead on a dyno. There is alot that happens in an exhaust. You can make "some" generalizations but when you compare what is available on the market as a prefabbed part, I know how each one behaves in relation to each other and why.