I havent check the ACTs nd i havent check my 0 to 100 i dont want to get dissappointed. This is what is boiling my blood i have a 2011 f-150 ecoboost that i just spend under 500 bucks for a k&n air filter no cai just filter nd a edge programmer nd pulled nearly 70 rwhp and 60 lbs of torque. I know the technology is different but their has to be something im over looking
I wasn't suggesting that you time it, I just meant watch what the IAT does. This will tell you a lot about what is going on with the power. I recently put together a mild setup for my DD Cougar that makes just around 300rwhp with a very mild cam - now keep in mind this is a 5spd and I'm at about 600ft above sea level, but look at the power curve. The cam only has 210 duration and .491" lift so it's not a big cam but the power
curve is what you want to look at.
I feel that one of the keys here is IAT. Mine didn't exceed 100 deg, granted it was 60 deg out that day and I have both a FMIC and alcohol injection. The alcohol injection actually hurt the mid range a little and probably helped the top end, but I feel that the trade off is worthwhile.
The important thing it to look at the curve and compare it to what you might have. If your torque curve is falling off before 5000rpm then you giving up power due to something being not right. Notice my torque isn't very high either, but keeping the IAT's down is key to letting the motor make power.
In my case I don't have any OD at all. I have coated rotors in an MPII and am making 13.5psi maximum boost. Since I don't have an MP plenum, I didn't want to add any OD because all that would do IMO is create cavitation at the blower and increase heat. I know you are at high elevation so that complicates things but this will give you an idea of what to expect.
On another note, don't get too hung up on other people's dyno #'s especially if they are from a long time ago. Dynojet software has changed over the years due to the fact that it was proven to be inaccurate. Dyno sheets from a long time ago can be very wrong, or even if a shop is still using the old software the same thing can happen today.
Another often overlooked factor is correction. Some dyno's are very aggressive with their correction factors. Looking at actual HP numbers can sometimes help. I remember tuning Todd Jelle's car in Denver. At 6000ft he was recording a corrected 427rwhp with his AR and CMSII motor, but the actual number was more like 325rwhp. Yes, the dyno was "applying" over 100rwhp correction.
All things to think about.