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mine sounded like that till it was tuned, i had it made as stock as possible , i
wanted to be sneaky and act stock for my extended warranty work. only
26000 mi on truck.
 

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did it have an exhaust on it ? what cam did you wind up with ?
 

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Discussion Starter #6
did it have an exhaust on it ? what cam did you wind up with ?
You betcha.

That's the "Nascar Option" part, the exhaust you see is fully functional.
What you are hearing is 100% exiting from the dual exhaust you see.
Stock Manifolds, through FlowMaster Super 10 Single in, Dual Out, exiting behind
passenger rear wheel.

If you compare the original tone, to the new tone, must be 10-15db louder....

When the exhaust shop was done they were begeezus, what does that have in it....

Tuner called me to joke, you are race ready for Nascar Truck series.

Next step is a big MagnaFlow, FlowMasters are all likely a bit too loud.
 

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way to loud for me, i spend a lot of time traveling. some times a 1000 mi
on trips. the cops around here can't take a joke. i live 4 blocks from a
station house. my Harley attracts them at night and i like to stay friendly
with my neighbors. my exh is just right till i get on it, then it roars.
 

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Discussion Starter #8
way to loud for me, i spend a lot of time traveling. some times a 1000 mi
on trips. the cops around here can't take a joke. i live 4 blocks from a
station house. my Harley attracts them at night and i like to stay friendly
with my neighbors. my exh is just right till i get on it, then it roars.
Right, driving a Nascar "sound level" Truck on the road is not viable.
 

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my exh system
 

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Nice !!:salute:
 

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It has a nice mellow sound like my old big block Chevy at idle.
I will try to make a sound clip,not very good with that kind of stuff.
i did that exh when i installed my headers. it replaced my MRB dual
dual exit cat back.
 

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TQ curve looks funky, goes down fast instead of up or staying even.
 

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Discussion Starter #16
TQ curve looks funky, goes down fast instead of up or staying even.
Sorry, but a bit bamboozled by the types of posts you provide.
Yet again, your response is inconclusive and less than informative.

An appropriate response would be to show what you think a SuperCharged Torque curve should look like.
 

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sorry, don't have a maggie dyno sheet to put up, but here a a NA eng.
notice how the curve flows across the rpm range before it starts to drop.
yours hits peak right away and then starts to drop off quickly across the rpm range
Imho it should build more and carry it further in the rpm band, please don't take
this the wrong way, but i would of expected a lot more HP and TQ from the maggie
maybe Hotrado will chime in he has a maggie on a stock 5.3, i think
 

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Discussion Starter #18 (Edited)
sorry, don't have a maggie dyno sheet to put up, but here a a NA eng.
notice how the curve flows across the rpm range before it starts to drop.
yours hits peak right away and then starts to drop off quickly across the rpm range
Imho it should build more and carry it further in the rpm band
Right, my suggestion is to try to understand the concept of "Area Under the Curve"

The reality is in simple terms "More Power" is a function of "Area Under the Curve"

The curve you show has a profile that has less area under the curve then what
the SuperCharged curve shows, thus your curve produces less power.

What has more area/volume? Whichever one you think has more area/volume,
produces more overall power. 11 dots for the profile on left, 14 dots for the profile on right.

This: \......./ OR This: |.......|
........ \..../.............. |.......|
...........\/.................|_____|



I know this may not be very clear, see attached, which curve would you think
as a general statement would have more area/volume under the curve.
The flatter or the curvyer ;)

Another point to consider is the percentage drop in TQ of the SC versus NA
See attached.

As well look at the HP curve, HP curve never shows an inflection, "has a positive power slope all the way to red-line", which by the way could be higher given the valve train upgrades. Compare to NA curves that have negative inflection in the HP slope well before red-line.
 

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Respectable numbers.

The 5.3 with some bolt ons and 3.73 in my Tahoe scoots along.........in a 355, its should move the hell out
 

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Discussion Starter #20
sorry, don't have a maggie dyno sheet to put up, but here a a NA eng.
notice how the curve flows across the rpm range before it starts to drop.
yours hits peak right away and then starts to drop off quickly across the rpm range
Imho it should build more and carry it further in the rpm band, please don't take
this the wrong way, but i would of expected a lot more HP and TQ from the maggie
maybe Hotrado will chime in he has a maggie on a stock 5.3, i think
Attached is one of Hotrado's Dyno pulls. There is a variance in the starting profile, assume related to the difference in when dyno operator presses the "Start Collecting" button.
 

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