KLEEMANN Alloy pulley dyno- RPM axis
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From: SF Bay Area
2002 C230 K
Thanks for the graph Kleeman. I assume that the additional HP for the aluminum pulley is due to reducing the weight on the crankshaft and that it is the same diameter as the ring pulley.
BT
BT
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From: Scottsdale (aka The Surface of the Sun)
btw - Klemmann is with 2 "n"s, not one as in Kleeman. Common mistake, but Brandon puts a lot of effort into our board and I think we owe him the respect to spell it correctly!
Thanks
Brad
Thanks
Brad
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From: Laguna Niguel, CA
I had a question on the dyno chart. The non-pulley and ring pulley dyno runs were done in less than 24 hours. Then the alloy was done weeks later. It was my impression from reading posts here that it takes a while for the ECU to respond to changes and make adjustments to timing, fuel or whatever. My question is would the ECU adjustments have made a difference on the dyno chart if there was some lenght of time allowed between the two?
If it does as some implied then there may not be as much a difference between the two pulley types as the graph implies.
Also, the car supposedly had nothing on it to enhance performance other than the pulley kit but I've seen in another post that Kleemann has an aftermarket muffler. Was this muffler on for all three test or none at all?
If it does as some implied then there may not be as much a difference between the two pulley types as the graph implies.
Also, the car supposedly had nothing on it to enhance performance other than the pulley kit but I've seen in another post that Kleemann has an aftermarket muffler. Was this muffler on for all three test or none at all?
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Originally posted by otoupalik
btw - Klemmann is with 2 "n"s, not one as in Kleeman. Common mistake, but Brandon puts a lot of effort into our board and I think we owe him the respect to spell it correctly!
Thanks
Brad
btw - Klemmann is with 2 "n"s, not one as in Kleeman. Common mistake, but Brandon puts a lot of effort into our board and I think we owe him the respect to spell it correctly!
Thanks
Brad
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Joined: Feb 2002
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Buellwinkle
Actually it's the other way arround.
Right after a boost kit is fitted, the car will have more power than
after a few houndred miles.
The car will run smother when the ECU breaks in, in the middle of the rpm range, but will loose 10 - 15 on the top.
So the figures KLEEMANN shows are right.
How can you possibly have more questions on such a simple tuning :p :p :p
Actually it's the other way arround.
Right after a boost kit is fitted, the car will have more power than
after a few houndred miles.
The car will run smother when the ECU breaks in, in the middle of the rpm range, but will loose 10 - 15 on the top.
So the figures KLEEMANN shows are right.
How can you possibly have more questions on such a simple tuning :p :p :p
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Joined: Nov 2001
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From: Laguna Niguel, CA
I was asking because someone that did the Kleemann rings said their car seemed faster after a few days and the explanation was that the ECU started to compensate for the change.
It's just that one would think that with the extra pressure and heat and changes in fuel/air mixture that the ECU would have to make adjustments to it's ignition curve and fuel delivery. At first the pre-detination detector would cause the timing to retard and cut back on power or a too lean condition may cause increases in head temperatures that the computer reacts to immediately by cuting back on power to protect itself. Once the ECU learned that this is normal over time it would fine tune itself. The question is if the fine tuning would reduce power or make more power. Since I did not write the program that MB uses in their ECU it's all speculation though.
It would be interesting to do a dyno right after and then wait a few days or weeks and redo the dyno just for the curiosities sake and nothing else. Probably someone from GIAC or Upsolute understands this more. I know they are on the forum so if you read this please let us know what goes on in my car's little brain. My brain is toast so there's no sense going there.
It's just that one would think that with the extra pressure and heat and changes in fuel/air mixture that the ECU would have to make adjustments to it's ignition curve and fuel delivery. At first the pre-detination detector would cause the timing to retard and cut back on power or a too lean condition may cause increases in head temperatures that the computer reacts to immediately by cuting back on power to protect itself. Once the ECU learned that this is normal over time it would fine tune itself. The question is if the fine tuning would reduce power or make more power. Since I did not write the program that MB uses in their ECU it's all speculation though.
It would be interesting to do a dyno right after and then wait a few days or weeks and redo the dyno just for the curiosities sake and nothing else. Probably someone from GIAC or Upsolute understands this more. I know they are on the forum so if you read this please let us know what goes on in my car's little brain. My brain is toast so there's no sense going there.
