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12-12-2014, 01:31 AM | #45 |
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Z4MR VT2 - Clubsport build.
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12-13-2014, 03:23 PM | #46 | ||
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2007 //M Coupe. BSM. Fabspeed headers. Catless. BMS x-pipe. Strömung cans. evolve tune. Turner CSL airbox. Airrex air suspension with autopilot v2 management.
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01-06-2015, 12:55 PM | #47 |
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Same dyno, same day. Red is G-Power, blue is ESS. The guys at the shop were impressed the ESS car made as much power as it did, having all four stock cats in place. I got the files, so I can manipulate them as desired.
At just over 6k rpm, the G-Power car is making ~40 whp more. That's where I saw the biggest difference when pulling the cars side by side. Once I swap out the OEM headers, I should see some huge gains on the ESS car.
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01-06-2015, 04:35 PM | #48 |
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so ESS car has all 4 cats in place is making 1hp less in total.... Very impressive.
lose those cats and watch that sky rocket, i suspect it will really show in a race too, that vortech just keeps climbing where the asa just tails off, quite some way back too, the mid range difference is definitely noticeable, but again, i expected more with such a free flow setup compared to the red cars restrictive 4 cat setup and the fact the VT isn't a Tq monster, the vortech is performing better than expected for such a large unit, i expect it to exceed the Hp by a large margin and close the gap on the Tq too with a much nicer looking curve to pokey respect for bring the info to the table...
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01-06-2015, 07:12 PM | #49 |
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G-Power dyno:
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01-06-2015, 07:16 PM | #50 |
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ESS dyno:
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01-07-2015, 10:33 AM | #51 |
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Both sound great but the g-power sounds much better, the vortech sounds like a muffled turbo setup which isn't very exciting tbh.....
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01-07-2015, 11:04 AM | #52 | |
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I wouldn't necessarily say the ESS car makes 1 less hp in total. Peak, yes, but that's what the Vortech does well. From 6-7k the, G-Power car has 30-40 more whp. The lines don't cross until over 7500... however, I'm going to see if there's anything I can do about the top end, whether hardware or software. TBH, I was a little disappointed the G-Power car didn't break 400 whp. I'm going to clean the filter, check fluid levels, and be up for a valve adjustment soon. The ESS car sees upwards of 11 psi on the P3Cars analog boost gauge, which tells you how much restriction there is in the stock headers. It's fighting with one arm tied behind its back. There's no reason to not see 420-430 whp once that bottleneck is cleared. I have some more data to present, though it's not conclusive in any way. The G-Power dynoed first. Its first two runs were a consistent 394 whp. In the interest of trying to break 400 whp, we gave it a 2-3 min break. It then dynoed at 392 whp. All three runs looked almost identical. (Going off memory here because I don't have the printout yet) the ESS car started at 385 whp, then hit 393 whp, and finally dropped back down a few horsepower to 389 whp after maybe a 30 sec break.
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01-07-2015, 11:24 AM | #53 |
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The ess torque curve is very flat between 6k-8k (just after the drop at 6k).
Is that a sign of very good tuning or bad tuning? Obviously the g-power makes more torque at that point just after the drop (about 40ft-lbs more to the wheels if I see correctly) But very good conditions to dyno; cold&dry.
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01-07-2015, 11:25 AM | #54 |
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can't wait to see the result after you go catless, pick up a cheap DkF section 1 from the many people that want out due to CEL and get headers and as you car has meth, i don't see why 435-440rwhp isn't achievable.
i need to get my car back to the dyno now i have the large bore 100 cell section 1, I'm hoping for good numbers as the car feels very strong.... lets not forget the 525 kit which is only 1lb more boost makes the same Tq or closes the gap significantly and higher hp figure for the same money as the g-power setup, the VT v3si not a one trick pony that everyone thinks, it just needs boost due to its size.
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01-07-2015, 05:11 PM | #55 | |
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01-08-2015, 01:32 AM | #56 |
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01-08-2015, 02:50 AM | #57 | |
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at 5.5k all S54 will have a torque bump but then at 6.5k will get back as if the bump was not there. In your graph it seems that after 5,5k the whole linearity is broken. This is the EAS stock everything ESS car: This is my car from the earliest runs without adaptations and with some minor boost leaks: You notice how the torque hits a max at 5.5 almost and a small bump at 6 and then picks up at 6.5 ? Same as HP |
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01-08-2015, 03:01 AM | #58 |
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I would also like to add that I have driven my VT2-500 car after fixing some boost leaks and having the engine well broken in
It doesn't feel satanic on midrange like i stated earlier but this doesn't mean that it's dead, it's pretty scary in the midrange and then comes >6K RPM and the car feels like it just wants to rip the pavement apart. I would like to insist on ripping the pavement apart so that potential ESS buyers would not turn away from this purchase due to a misunderstanding or a wording choice in an online review of the kits. I would like to add that i have EURO headers + S pipe decatted with the pseudo resonator chambers left intact to keep the exhaust pulse the same, stock Xpipe and diablo mufflers, i wouldn't imagine how the car would feel like with 525 pulleys. |
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01-08-2015, 09:28 AM | #59 | |
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I'm not a tuner, but the ESS car seems to be tuned pretty well. A consistent curve is one of the many signs of a good tune, as long as the curve isn't consistently bad . A lot of dips and bumps can mean the car is bouncing between maps. As far as being flat, I think it really depends on the application. The centrifugal supercharger is increasing torque while the torque would naturally be falling off in high rpm, so if the rate of increase = rate of decrease, then you would get a flat torque curve. With a smaller pulley, the torque might increase to redline. And with a larger pulley, it might decrease approaching redline. I'll say you can really feel the flatness, because power is proportional to rpm. It makes the car very easy to drive.
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01-08-2015, 09:31 AM | #60 | |
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I thought the 525 was only 0.5 psi higher? I don't think I've seen your dyno. Do you mind posting?
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01-08-2015, 09:34 AM | #61 |
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I'm expecting 430 whp with headers alone, but I don't want to set expectations too high so I've dialed it back to 420-430 whp. I don't know what my boost gauge will read with a free-flowing exhaust. Right now it's reading over 11 psi at redline (not good).
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01-08-2015, 09:40 AM | #62 |
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Thanks for the graphs. Your AFR starts to get pretty rich, which is consistent with a boost leak. You've probably seen a decent bump in power now that those are sorted. I think you'll see more gains if you swap out the cat bodies to resonators or straight pipes.
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01-08-2015, 10:36 AM | #63 | |
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the 525 runs an extra lb of boost, you definitely need to sort the cats out asap, thats serious restriction for the car to be registering 11psi on a 7lb pulley... you r information is absolutely gold btw, well done! i promise to pull my finger out and get some figures for you and myself early spring. id REALLY like to see 430rwhp + BTW Ess tunes the cars quit rich tbh, mine gets the tips black pretty quick.
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01-08-2015, 11:00 AM | #64 | |
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PS: that 10.6 AFR is actually an 11.6, it was a faulty AFR sensor, the AFR sensor in the car was reading 11.6. However the boost leak was there even with perfect AFR (dynamic AFR target tune ) because i was reading 5.5-6 PSI Surprisingly after removing the cats and keeping the pseudo resonating chambers, the car is acting very torquey |
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01-08-2015, 12:19 PM | #65 | ||
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You wouldn't happen to know the piping diameter measurements would you? I'm interested to know the difference in stock versus DKF. I think stock is 2.36. DKF had talked about a stepped design, but I hadn't heard definitively if it made it into the production piece. For tuners, TTFS does remote tuning. That's what mfanatic325 (Lon) did for his VF570 car. One thing I didn't mention is the mileage difference between the two cars. The G-Power car now has 117k miles, while the ESS car has about 42k miles. Both cars are 2006's, but only the ESS car has had the VANOS bolts replaced. The G-Power was a late production 2006 car, so it may already have the improved cam bolts. Once I pull both cars back out of storage this summer, I'm going to be doing some major maintenance on the G-Power car - VANOS bolts, rod bearings and ARP bolts, general supercharger maintenance, and cosmetic cleanup (dent removal, weather stripping. front bumper respray, detail). Until then, it's pretty much parked.
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01-08-2015, 01:32 PM | #66 | |
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i will see what the car dyno's and really study the curve, once this is done ill decide whether i want to retune, the canned ESS tune seems very good and very safe :-) lastly, strangely my 500kit has never ran 7lbs, at 7900 i see 8.25psi always have done, infact at oe point i was concerned enough to actually contact ESS and ask if this was ok, he said some setups make alittle more and the tune had enough scope to deal with extra boost.
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