Boss 302 Intake
02-10-2014, 10:00 AM
#82
F150 Forum
Guys.... there is a lot going on in the dynograph, let me see if I can dispel some rumors. The stock "baseline" was on 87 octane, just as the truck showed up to us. There is a performance gain with these trucks just by switching to 93 octane on the stock calibration. We've seen it be as much as 10 hp.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
02-10-2014, 01:47 PM
#83
BAMF Club
Guys.... there is a lot going on in the dynograph, let me see if I can dispel some rumors. The stock "baseline" was on 87 octane, just as the truck showed up to us. There is a performance gain with these trucks just by switching to 93 octane on the stock calibration. We've seen it be as much as 10 hp.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
02-10-2014, 11:02 PM
#84
Senior Member
Guys.... there is a lot going on in the dynograph, let me see if I can dispel some rumors. The stock "baseline" was on 87 octane, just as the truck showed up to us. There is a performance gain with these trucks just by switching to 93 octane on the stock calibration. We've seen it be as much as 10 hp.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
That being said, we use a Dynocom dyno here. One of the features of the Dynocom is that it allows adjustment to cancel out the whole Mustang vs Dynojet power debate. So, we have cal'd our dyno to be on par with our local competitors. One has a Dynojet, another has a Mustang. So we can factor this out of the equation.
As for the gains, while 101 hp increase over stock does seem drastic, it is completely accurate. If you notice, in stock form we only pull the truck to 6200 rpm, and it makes peak power at 6000 rpm. With the Boss intake manifold the truck continues to make power well past 6000 rpm, and peaks at 6400 rpm. So, since we calculate horsepower from torque using the formula HP=(TQxRPM)/5,252), any increase in RPM will calculate to an exponential increase in horsepower. (This is one of the reasons little Honda motors will only make 150 lb/ft of torque, but still turn well over 200+ HP at 9000+ RPM). So, while the gains are definitely impressive, the torque curve may be a little easier to quantify in terms of gains.
02-11-2014, 10:04 AM
#85
F150 Forum
I'd have to search around for some pics. We have some video footage, but finding time to edit it has proven difficult lately. We were able to pull to 6200 by removing the factory speed limiter, it was the only change we made to the stock calibration.
02-11-2014, 11:40 AM
#86
Senior Member
I meant bay, not bat lol. Typos.
04-21-2015, 04:31 PM
#88
Junior Member
Join Date: Sep 2014
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Im planning on doing my 302 intake this weekend. I ended up going with a spectre intake because my Roush wont fit with the modification. does anyone know the size hoses I need to replace and the fittings that go along with it. I know I need to cut a coolant line, not sure what size, and replace 3 other lines, again not sure what size. all help will be appreciated!
