As far as the dyno numbers they are pretty comparable to other TW6-6 installs/dyno tunes that we have done which yes are higher than some of the 103" builds that come thru here, however cams and exhaust play into the equasion greatly and we have seen some pretty awesome 103's. As far as additional testing this week we will be testing the TW-555, I decided not going to test the +4 gear with it as I feel the results from it are very predictable as the TW-555 is very similar to the TW6-6. There is only a difference of an additional .045 lift and 2 degrees duration intake/exhaust between these 2 cams.
As far as running the tests with the stock head pipe, I would expect to see a difference of at least 5-7 Hp/6-8Tq between the stock 2010 head pipe and the Jackpot 2/1/2 with a good set of mufflers. We did not include the stock head pipe as most will swap this out before a cam swap.
As far as the dyno tune I go thru every available cell in the fuel and igntion tables with a combination of steady state and sweep tests using a combination of strategies using the Dynojet Tuning Link software, PC-V Control center, and other datalogging software. The slighly better numbers from the dyno tune are due to the fine tuning in the map of both fuel and igntion timing. To answer the question specifically on the difference in igntion timing between the Auto Tune map and the dyno tuned map, in yesterdays example there were some changes in igntion timing between them however nothing signifigant. The base timing table in our TW6-6 cam map works very well, it was devloped on the dyno previously and we have not needed to vary from it greatly in most TW6-6 applications.
