For all us 2nd gen guys, AFE BladeRunner

[dsherman]

For all us 2nd gen guys, AFE BladeRunner.
Coming soon.
Did a little R&D for AFE today.
Dynod with OEM and with BladeRunner.


I can't comment on the results yet.
When I get the ok I will post the dyno results.

Pics
Kodakgallery.com Slideshow
_________________

 

[16919]

the link doesnt work... ... ...

 

[nickleinonen]

link worked for me... ?

 

[Bob Cochran]

AFE looks awesome cannot wait to see your dyno figures. I am currently developing a plan to upgrade my truck for better towing performance but not so much as to start breaking things. The link worked for me as far as the picture but th video did not. I think it maybe my Spyware!!!

 

[BigIronRam]

AFE looks awesome cannot wait to see your dyno figures. I am currently developing a plan to upgrade my truck for better towing performance but not so much as to start breaking things. The link worked for me as far as the picture but th video did not. I think it maybe my Spyware!!!

The video requires quicktime, which I flatly refuse to install on my windows machine.

So I look at the video on my Linux box, plays great!

 

[JMachemer]

i can't wait to see the dyno results. i have been thinking about getting something else for my truck, but want to see some real HP/TQ #s before i buy it.

 

[BILLVO]

dshrman



what is that extra bumper behind the rear bumper in the video?

 

[Bob4x4]

i can't wait to see the dyno results. i have been thinking about getting something else for my truck, but want to see some real HP/TQ #s before i buy it.

The intake will shine with a trailer in tow and hopefully at the pumps. I don't think the stock 2nd gen HO will ever impress on the dyno



Bob

 

[dsherman]

Here is AFEs report on my dyno results. .




Hi David,

Attached is the dyno result we ran this morning. Overall it looks like there's a little gain over the stock intake. Red lines show horsepower, blue show torque. Solid lines are stock intake and dotted ones are aFe BladeRunner.

At 1350 rpm (blue number along horizontal axis) power gain is about 5 hp and torque gain is about 15 lbs. x ft. Above 1500 rpm, stock vs. BladeRunner is pretty much the same with your ride.


The truck showed peak torque to rear wheels of about 625 lbs. x ft. at around 1725 rpm. Peak power to rear wheels is about 230 hp at around 2250 to 2500 rpm. Dyno was set to simulate 15,000 lbs. tow load.

Drive with it for a few weeks and let me know what you think. Hopefully you'll get a chance to tow with it and see if EGT has improved. Let me know if you have any questions. Thanks again for your help with this.

BladeRunner Dyno 2002 Dodge Cummins 24-valve (12-6-07).


I notice that It did improve the cool down time, Its much faster and the pick up as you first start out is bit quicker.
To early to comment on MPG. and EGTs.
Will post results.
David


We will be doing testing on a 01 moddified 24v in the coming weeks.

 

[dsherman]

dshrman



what is that extra bumper behind the rear bumper in the video?

It is a bumper guard from Waag.

It saved my OEM bumper many times Oo.

 

[dflesher65]

I would like to see a shoot-out between the major Intake Manifold companies like ATS, Banks, CFM, and AFE. Too bad one of the major magazines don't do it or one of the companies mentioned above. Any takers out there?

I do think the carbon fiber look of the CFM is the best looking!

 

[Hammer]

At 1350 rpm (blue number along horizontal axis) power gain is about 5 hp and torque gain is about 15 lbs. x ft. Above 1500 rpm, stock vs. BladeRunner is pretty much the same with your ride.

Hmm...

With the Common Rail cost for one of these things at around $330 +/- the average owner would like to see a little more bang for the buck. A net gain of 5hp and 15ft lbs of Tq does not equal the lofty amount they will want for them.

The intake will shine with a trailer in tow and hopefully at the pumps. I don't think the stock 2nd gen HO will ever impress on the dyno

Bob. .

Care to enlighten us all on how this would be possible?????

Pressure is pressure and if the truck reached max boost on the dyno at 15k of load,load which was said above,then there will be zero difference when its hooked to anything on the street. Intake horns are not the big problem on these trucks if you have ever seen a complete head on a flow bench,its the entire archaic head and intake design. No amount of changing just the air horn will ever relate to anything more than lightening your wallet or allowing a different look for those who show... ... ... . Andy



P. S. -On Edit Bob... Show me how 5hp/15ft lbs of gain can be noticed by the owner and then I will tell you lots of stories about those who believe bigger exhausts add more than the already proven 7hp gain. A gain which our own Joe D challenged anyone to try and feel.

 

[JDerbedrossian]

Hmm...

With the Common Rail cost for one of these things at around $330 +/- the average owner would like to see a little more bang for the buck. A net gain of 5hp and 15ft lbs of Tq does not equal the lofty amount they will want for them.







Bob. .

Care to enlighten us all on how this would be possible?????

Pressure is pressure and if the truck reached max boost on the dyno at 15k of load,load which was said above,then there will be zero difference when its hooked to anything on the street. Intake horns are not the big problem on these trucks if you have ever seen a complete head on a flow bench,its the entire archaic head and intake design. No amount of changing just the air horn will ever relate to anything more than lightening your wallet or allowing a different look for those who show... ... ... . Andy



P. S. -On Edit Bob... Show me how 5hp/15ft lbs of gain can be noticed by the owner and then I will tell you lots of stories about those who believe bigger exhausts add more than the already proven 7hp gain. A gain which our own Joe D challenged anyone to try and feel.

You speak of Bob as he knows nothing, WRONG WRONG WRONG, step back alittle and get off your high horse. We are talking about a person that tests these products for our benefit, so just relax and wait for the honest field tested truth.



Jake

 

[Hammer]

You speak of Bob as he knows nothing, WRONG WRONG WRONG, step back alittle and get off your high horse.

Jake. .

Its actually quite the contrary...

I speak TO him about the false statements he has been making and his contridictions about the products he tests. Bob is a very knowledgable man and at times I feel he allows his product cheerleading to overtake what the facts show.



On this one its really easy...

5hp/15ft lbs Tq gains with no changes in the upper rpm at all and thats from the testing site.



Bobs claims.....

The intake will shine with a trailer in tow and hopefully at the pumps. I don't think the stock 2nd gen HO will ever impress on the dyno.



IF there would a be way for the intake to shine then it should have shined with a 15k load on the dyno as per what the testing station said. What is the difference between the 15k load on the dyno and a 15k camper on the highway?. Very little in my mind or in the facts one would think.



Again,

I stand by the facts,all they are is a way for the owner to change the looks under the hood,along with lighten his wallet while making little or no performance gain. Show me how you can tell me you will feel the miniscule 5hp gain and again I will tell you how many people think big exhausts relate to big hp gains.



In closing Jake,

All we ask for here is facts and the facts show they do little or nothing to help these motors. Again,they won't as the intake horns are not the cause for the restriction and airflow issues,its the archaic intake and poorly designed head... ... Andy



P. S. -BTW Jake,how does one test for the "honest field tested truth" and expect anything different than whats already been proven?.

 

[Bob4x4]

:-laf Relax,as far as dollar vs hp darn near everything out there will not make $ sense to buy. Fuel mileage... ... ..... same thing. It also makes no sense to hang out here for way too many hours every week either. We do crazy things to keep the egts down so we can beat our trucks up that grade,just so we can go out and spend a bunch on an upgraded trans.

If I can drop the egts enough to make that grade in O/D I am a happy camper. That is what makes a product worth buying,I have no intention of building an 8klb drag racer.

If that was my goal I would shave the side of the head and start from scratch.

The silent majority on this site are still towing,not racing . The 2nd gen intake hasn't been tested enough yet to make your conclusion for the towing crowd,be patient,many attributes don't show on a dyno. Throwing Joe D,s name out there is funny. Look at his truck and you will see an AFE manifold.



Bob

 

[Hammer]

Bob... .

I do not get it????...

What could possibly be learned in "real world" testing that you shouldn't have seen on the load dyno?. IF egt gains were to be seen then I am fairly certain that they would have been noticeable there when the truck was loaded.



As for the towing crowd...

Again,what benefit do you feel you expect to find in real world driving that would not have been seen in the load test on the dyno?. IF,as you claim,many attributes do not show on the dyno,especially when it was load tested,which should have been as close to a real world test as any,why dyno then?. Hook up the camper,turn on the data logger and then give us what your real world test shows in intake air temp reduction,changes in airflow characteristics and egt reductions.



As for your comment about hanging out here too much... . I think we all are guilty of that... ... Andy

 

[pwerwagn]

Throwing Joe D,s name out there is funny. Look at his truck and you will see an AFE manifold.

Ha ha, thats very true!!! He ditched his custom 24V mod'd intake for the AFE setup.



I for one also agree with Andy, while there may be slight power improvements, Im not spending my $$ on one. Maybe for someone searching for that last 5hp... but if they are to that point, they probably already have the ZZ setup anyways!!



The funny part is, for as expensive as these things are with not a tremendous amount of benifit, I see a BUNCH of them on trucks that are relatively stock. I think its the lure by the un-educated that they can make 5 more hp, 100% safely. Sure, they can spend the same money and get another 40hp easy from a diff box, staking, etc... but some people dont know what to do with that setup once they have it. So they take the safe route and spend their hard earned dollars on something that is 100% safe, even if they cant feel the power difference.



And the point about the exhaust... . I went from a full stock 3" setup to a 4" straight setup and dyno'd 546 with the 4". Couldnt tell any diff in power at that power level even between 3" and 4"!!!



Just to be clear... Im not arguing or disagreeing with anyone here. Just adding to the info.



--Jeff

 

[DCreed]

I'm sure the allure is mostly in the looks dept. The air horn is one of the easiest most noticeable and recognizable parts to change. It gives the buyer a sense of accomplishment when they open the hood. By comparison, a box or worse a programmer may give you the punch ,but you cant see it when its not running hard. Any idiot can read the big A F E on the side of the obviously not stock pipe. Thats why the ricers cover their mostly stock cars in performance stickers. Now, the 3rd gens on the other hand...

 

[PRout]

If it helps in the low r's then it will probably help spool-up and if it helps spool-up that IMO is usable power/efficiency/mileage & grunt to get a load moving. Thats where Im focusing to try to get my MPG's up in the city since everytime you shift the 6 speed the turbo loses momentum therefore efficiency.

The question is if the increase is worth the cost. But we come across that question on a lot of products.

 

[Bob4x4]

Bob... .

I do not get it????...

What could possibly be learned in "real world" testing that you shouldn't have seen on the load dyno?. IF egt gains were to be seen then I am fairly certain that they would have been noticeable there when the truck was loaded.



There are real world and dyno improvements in quicker spool up and egts



As for the towing crowd...

Again,what benefit do you feel you expect to find in real world driving that would not have been seen in the load test on the dyno?. IF,as you claim,many attributes do not show on the dyno,especially when it was load tested,which should have been as close to a real world test as any,why dyno then?. Hook up the camper,turn on the data logger and then give us what your real world test shows in intake air temp reduction,changes in airflow characteristics and egt reductions.



There has been some discussion on doing data recording But there is still one more componet being worked on to complete the air package.







As for your comment about hanging out here too much... . I think we all are guilty of that... ... Andy

I don't think these lil products were ever intended to satisfy a sled puller

I gave up sled pulling very quickly too expensive -way more than any AFE products I have bought to date :-laf



Bob