Originally Posted by Rick E Rocket

Well I spent an entire weekend testing all different aspects of the FMIC setup on a Dynojet. On the testing block were 5 different Intercoolers, 2 were the same core with different endtanks, and a range of piping from full 2.5" to Full 3" and everything in between. I changed literally 1 piece at a time and logged 3 pulls starting at the same IAT for every run with the exception of the direct piping-with those pulls I just waited for the IAT's to stabilize before starting. The log on Ultimate Racing's site is a bit misleading. It does not compare IAT's of an Aftercooler to a FMIC. The log showing IAT's in the 160* range is from straight piping from the charger to the Throttle body with NO Heat exchager. I know because I just did it. My car logs 13.5 PSI at 9000RPM direct to the TB. My final setup was all 3" piping routed the "traditional" way with InlinePRO's Race Intercooler. So that is a loss of 2psi total. I did not have an Aftercooler to test this time but form previous test's I believe pressure drop was about 1-1.5 psi there. I saw no difference in Throttle Response at all since the car is force fed air throughout the entire RPM band. The Final result was 356whp 225tq at 11.5 PSI. I picked up 2.5 PSI plus 40 WHP and 20 TQ from my original setup. From this test I learned the charger really likes the least resistance possible, bigger piping, bigger cores, smooth transitioning endtanks, angled pipe over angled couplers. All these things played a large roll in freeing up the HP and increasing efficiency


Oh, a quick rundown of the setup. the motor is an old sleeved 2.0L 9:1 comp, the head has a stock port with springs and retainers. Comptech NOVI 1000 blower. All this was installed in 2005 so it is a bit tired now. I first saw this car back in 2004 when I worked as a tech at a performance shop. 1 year ago the owner called me and offered to sell the car, I was happy to bring it back into my garage.