Drag Racing 1/4 Mile times 0-60 Dyno Fast Cars Muscle Cars

BPi FLOW STACK DYNO

BPinitiatives FLOW STACK Dyno PROVEN !


 


More Videos...


JDMHonda B Series ALL MOTOR STREET ACTION
JDMHonda EK4 having some fun on the street ! Keep it in the street the old guy said !





Flow Stack Dyno Test
Here is a comparison of the intake Flow Stacks. Not many people believe in the results of these, but I finally got a chance to Dyno prove them! Dyno Chart can be found here: http://i160.photobucket.com/albums/t188/covertrussian/Sentra%20SE-L/Perform ance/Intake/Flow%20Stacks/FlowStackDyno.jpg





Untengijutsu Squad - Racing 2011
Untengijutsu Squad racing video of 2011.





Velocity Stack - How it Works - Project Car TV
A velocity stack is a trumpet-shaped device of differing lengths which is fitted to the air entry of an engine's intake system, carburetor or fuel injection. It is designed to: Allow smooth and even entry of air at high velocities into the intake tract with the flow stream adhering to the pipe walls. Modify the dynamic tuning range of the intake tract by functioning as a resonating pipe which can adjust the frequency of pressure pulses, based on its length, within the tract. Modern engines universally have tuned intake tract volumes and associated resonance frequencies, designed to provide higher than atmospheric intake air pressure while the intake valves are open - increasing the density of the trapped air in the combustion chamber (higher compression). Modified engines often have the original air box and associated ducting removed and velocity stacks are installed as accessories. Modern fuel injection systems with a plenum and single air inlet typically incorporate some sort of radiused entrance, designed to improve power, based on air flow increases. Power gains are usually at higher rpm. In amateur and professional racing, aftermarket velocity stacks are often used, as rules allow, and gains in the order of 2% to 4% can be obtained when inlet radii and stack lengths are optimized for that engine. OEM automotive manufacturers have many regulations to adhere to. One of these is noise. A properly tuned intake tract produces a rather audible intake noise under high airflow conditions - that is commonly "untuned" to allow the vehicle to pass EPA and DOT noise regulations. The length of the stack is known to have a direct effect on a particular engine's Boosted power range. Most current aftermarket stacks are designed to be run "in" the airbox and a company that does research well will have some applications that have all the same length and some applications that have differing lengths of stacks on different cylinders. It is commonly related that "stand off" (air--fuel mix that gets pushed back out of the port, usually at full throttle / low rpm) is somehow captured by installing a longer intake pipe (stack). but, it is actually that the intake valve is closing too late and the combustion chamber is simply overfilling and blowing back out the intake port, before the intake valve closes. A longer inlet pipe will create a later intake pressure wave that will help keep the air in the chamber until the intake valve closes. The acceleration of air flow into a duct is inherently a highly efficient process and the difference between even the crudest radius inlet, and the most aerodynamic shape possible is slight, amounting to no more than a few percent. The flow coefficient of a perfect entry would be 1.0 while the coefficient for a sharp edged entry would be 0.6 and a re-entrant plain pipe 0.5. In practice these latter types of entry are never used for engine intakes. There is always some attempt to provide some radius at the entry. This means that total engine airflow would not increase by the amount suggested by these figures, which apply only to the entry alone, as the inlet end is never the smallest or most restrictive part of the system. Because the greatest losses to flow occur near the valve seat, actual overall gain from any improvement of the entry flow would be much less. In the real world, on high-rpm IR IC engine, using a minimum amount of inlet radius gives the best wave strength and a power Boost of 2% to 4% over a 3000 to 3500 rpm range. Using a larger radius, like 3/4", broadens out the resonant pressure wave rpm range, but the compression Boosting pressure wave is greatly diminished and almost unnoticed by the engine.





Untengijutsu Squad - Run what ya brung ! - Drag racing action 2010
Short video of the Untengijutsu Squad racing on the track. Remember that everything started in the street and it's our main territory. More footage next summer, also more power and more kill video on the track and on the street. Keep it on the street !





H22 CB7 Dyno
HATCHing CB7 H22 H22 Dyno, stock internals, stock cams, ported IM, Bisimoto header w/ full 3" custom Exhaust, Blox velocity stack.. tuned on Chrome P28 by Jordan @ jordantuned.com





BMW 2800 3.8 m5 long velocity stacks sound
bmw 2800 with s38b38 engine weber 50s and long velocity stacks revs





JDMHonda BURNOUT EVOLUTION
COMPARISON, The 2004 setup vs the 2008 setup !





'Peach Party' Miata cold start.
BPI Performance Velocity Stack--3.5" Flow Stack Kit mated to a Racing Beat intake elbow OEM Mazda NB2 tubular header upgrade Custom mandrel-bent, header-back 2" straight pipe mated to a 14" Magnaflow resonator and twin resonated 2.5" center-exit tips





K20/K24 All Motor 272whp RSX Type S
The video of my beasting car.. The set up is All Motor k20/k24.. made 272whp but i'm being restricted from my stock rbc intake manifold, stock throttle body, and cai w/out velocity stack. There's still room to grow! My tune is very conservative also as I thought I would be driving this as a daily driver.. enjoy!





Koczeka
85.5x89 13.6:1cr Endyn IM IB ported head SMSP Header and Exhaust Rocket M25 cams AEM CAI + BPi stack 258hp





Street Racing Action vol.01 - Untengijutsu Squad
SQUAD ON THE STREET The squad is on the street ! Never forget the street, everything started here. Some nice car on the street having fun friendly on the street. Did I say STREET ? Keep it clean and fonctional but race the shit out of it.





Jo SPeed drag civic hatch dyno run
Baseline pull: 225hp 143lbs/ft tq Final pull:244hp@9800 rpm 161lbs/ft tq BLOCK: 13.5:1 coated wiseco pistons eagle H beams 85mmx89mm golden eagle sleeved b18a block stock LS crank z10 crank girdle arp hardware HEAD: ERICK'S RACING toda spec d's ported gsr head victor x i/m port match to 70mm bbk 70mm t/b supertech valvetrain w/flat valves homemade velocity stack(suck) profab header(suck) FUEL: 440cc injectors aem fuel rail blox fpr walbro 190 pump tuned on c12 DRIVELINE: itr 4.4 final drive act 6puck clutch/heavy duty pressure plate 9lbs flywheel stock axles 1st time out ran 11.8@114 on 23x8x13 bogarts/m&h BUILT NOT BOUGHT tuned at REDZONE PERFORMANCE (thank you!)





How To Install GBE Velocity Stack and Filter
Watch as our pit tech Daneille installs the GBE velocity stack and two stage air filter on our HPI baja 5B desert buggy.





JDMHonda EK4 170whp OEM BUILT B16 street racing back in 2006
Back in the day, JDMHonda EK sedan with the mighty 170whp USDM B16A and 4.7 ITR final drive having fun in the street.




Which car is faster? Which Car is Faster?





Similar 1/4 mile timeslips to browse:

2011 Harley-Davidson Touring FLTRX: 12.542 @ 105.990
Greg Bourdon, Engine: 103,


2008 Harley-Davidson Touring FLHRSE4: 12.687 @ 100.990
Ed Cooper, Engine: 110, Tires: Dunlop 402


2004 Harley-Davidson Touring flhtcse: 12.793 @ 100.810
john s mcneil, Engine: 103, Tires: stock


1998 Harley-Davidson Touring FLHT: 13.060 @ 103.580
Al Barrios, Engine: 1340 EVO, Tires: 140/16


2005 Saab 9-2x : 13.253 @ 102.520
TheChurt, Engine: 2.0, Turbos: FP 16G Tires: Sumoto


1989 Skoda 120L RAPTOR: 13.509 @ 98.320
Verseny Peter, Engine: 1.5 8V, Supercharger: no Turbos: no


2010 Audi A8 SE Exec 4.2 TDI: 13.580 @ 102.230
jet, Engine: 4134, Turbos: 2


2005 Audi A8 L W-12 Quattro: 13.610 @ 105.100
NA,


2003 Audi A8 L: 14.430 @ 93.360
Mr. J, Engine: stock 4.2L 310-horse V8, Tires: 225/60HR-16


2005 Saab 9-2x Aero: 14.710 @ 92.010
CD,


2009 Audi A8 L 4.2 Quattro: 14.710 @ 96.110
NA, Engine: V8: 350HP,


2005 Saab 9-2x Aero: 14.800 @ 92.000
Brian,


2005 Saab 9-2x Aero: 14.904 @ 92.610
Matt,


2004 Audi A8 L: 15.000 @ 95.000
NA,


1996 Audi A8 4.2 Quattro Sport: 15.003 @ 93.140
Matthew Baldry, Engine: 4.2 V8,


2003 Audi A8 TDi: 15.500 @ 93.100
NA,


1997 Toyota T100 SR5: 16.150 @ 83.000
RACER8, Engine: 3.4 V6, Supercharger: TRD


1995 Toyota T100 : 17.900 @ 89.000
Estock,


 


©2014 DragTimes - Disclaimer