When you say leak, are you talking abou intake leak? If so i checked for leak, thats why i installed boost guage. If i had a leak would the boost still be 17.5psi in third gear?

Was boost 17.5 psi across the board?

Do you have the stock exhaust and cats?

What plugs are you using?

Where did you hook up the boost gauge?

This may help. Dyno sheet from a different day. Ambient temp was cooler this day.

Boost actually increased w/rpm.
Exhaust mod is only headers.
Factory heat iridium ngk.
Boost guage fitting was tapped into y before intake runners. similar to previous post on this site.

Sorry bro...wish I knew more.

Vadim is very knowledgeable and helpful, what did he tell you?

I have not spoke with him recently, however when i did we went over all the basics and thats when i sent my ecu back the second time. I have called Evosport several times since and i always get the" we will do some research and call you back" but they never do! Also since the second tune on the ecu, if i hold accelorator at 1/2 and boost at about 5psi, the boost psi will go from 5psi to 0psi and back to 5psi in a matter of 2 sec. this does not affect full throttle, but the supercharger is definatley shutting down for a slip sec.. I guess i will have to send it back for a third time!!!!

Unless you do the headers you will not see 350rwhp. Even with headers you may only see 340.

Also what octane gas are you using? You will need minimum 93 and probably mix of 100 octane to see the full HP numbers since they will be near 6000rpm. Your HP max's near 5500 so it is pulling timing due too low octane.

Also an 1/8th mile track will not tell you if you are making the correct HP, you will need to run it on the 1/4 and see if you have trap speeds in the 111mph plus range.

What does this mean? (..REAR CAT DELETE..)

Is this related to the note above? Exhaust mod is only headers

Also, what does this mean? (..I/C PUMP UPGRADE..)
Does this refer to replacing a stock IC pump with another stock IC pump?
and was the IC circuit purged for air pockets? You are running stock MB coolant?

The plugs you have are NGK IFR6D10, Stock# 5344, with gap 0.040?

Does it have a slight miss at idle?

What is the water temp on your car, during testing about 90C?

I suppose you are running 91 or 93 octane?

Need to carefully check all the details, something is not right.

The only modification to exhaust that i have done is headers.
Sparkplug part# NGK BKR6IEX.
Car does not seem to miss at all, car idles at approx 650-700 rpm
I use 93 octane, the second dyno sheet i actually had part mix of 100 octane total was est.. 94-95 octane.
i/c upgrade was in stage II kit. washerbottle upgrade and i put new lightning pump on also. System was purged. iat's show that i/c is working properly.
Water temp was approx..90c and i am running MB coolant.

I don't think you can compare a Dynojet to a Dynapack and get the same numbers. I would think a Dynojet would read 10rwhp less due too the rear wheels being mounted. If you have larger than 17in rear rims and they are heavier than stock then another 5rwhp less. You also have to consider the frictional losses of the tire on the drum with the Dynojet. I think 340-345rwhp is about right for a Dynojet with your mods.

When you dyno the car it was 91 degrees which is pretty warm. Did you drive the car like you stole it prior to the dyno? The ECU may not have adapted to the mods yet.

Good Luck

Her is a clip form a blower tuner, and yes it is a carburated engine, but an engine is an engine

Maximum rpm blower temperatures hovered at 165 to 175 degrees before the intercooler and 125 to 135 degrees after the cooler. Typically, a supercharged engine like this one is happy with air/fuel ratios in the 11.8:1 to 12.0:1 range. With our air/fuel ratio so far out of whack, we headed back into the dyno cell and re-jetted the carburetor with 0.069-inch primary jets and 0.077-inch secondary jets. The increased fuel flow definitely picked up power as Spot raised the torque curve 500 rpm and made 541 lb-ft of torque and 558 hp at 5,700 rpm. The engine was still running a lean A/F ratio of 13.0:1 so we set the carburetor up with another five jet sizes (0.082) in the secondary metering system. The additional fuel brought our air/fuel ratio to a much better 12.0:1, allowing Spot to deliver 550 lb-ft of torque at 4,800 rpm and 568 hp at 5,800 rpm.

Just food for thought on the A/F ratio for a blown engine

See yeah

The second dyno sheet i posted it was 71 degrees, and yes i did drive it like i stole it on the drive over. Also if you notice, i have found that second dyno run is usually higher than first. I think this is because of ecu learning from first run..

i'm sorry 75-77 degrees.

what kind of dyno were you on again? I have seen as much as 50hp diffrences on diffrent dynos. I have also seen the same car run as off as 35hp, on the same dyno. but it was setup up diffrently from the day prior, by a diffrent tech. ambient temps were only 2 degrees off.....

C32AMG_FL did you get my PM ?

P.M. returned to you.

I didn't get it, can you resend please?

Sorry for not replying sooner, I guess I missed this thread when it was first posted.

I had the EXACT same issue with my C32 AMG after my Evosport Stage 2 installation. First of all, let me say, please do NOT worry about Evosport's published dyno numbers. These numbers are inflated, too aggressive, and not realistic. More realistic numbers are probably around 330 to 340 whp.

Before I started my modding campaign, Evosport dynoed my car stock at 278 whp. After installing Evosport Stage 2 (installed by Evosport themselves), the car dynoed at 305 whp (same dyno, same time, same conditions). Then Evosport replaced the IC pump and the car dynoed at 322 whp. At this point, the car was stuck at 322 whp for a long time. Eventually, and after multiple ECU re-flashes, trying different gas, different intake, etc... (and of course with Vadim's help along the way), the car MAXED power and ended-up on 341 whp. However, my car's track times were in line with Vadim's 365 whp C32. I was able to hit 12.68 seconds @ 110.7 mph. And G-Tech best 0-60 was 4.2xx seconds. So you should try 1/4 mile track and compare your numbers to other Stage 2 numbers. If your numbers are still off, then there might be another problem.

Talk to Vadim, he is very knowledgable and very stand-up guy. If anybody can fix it, he can.

Thanks for your input. I think my second reflash was copied from yours.Evosport told me they had a local car that was having the same trouble and when they fixed it they would uoload that tune to my ecu.
Thanks again.

Any idea how an IC pump can increase HP like this? I would have thought that the pump either works or doesn't and based on that, the supercharger is either engaged or not engaged, so power difference would be extreme.

Is it possible that IC pumps fail slowly, and pump insufficient coolant, resulting in higher IAT - but not high enough to cause the computer to shut off the supercharger?

Interesting.

I believe that the magnetic drive of the pump spool looses rpm's over time, so yes the pump may run and not be moving enough volume.

You're EXACTLY right. My pump did NOT fail completely; rather, it was failing slowly. Sometimes it would NOT pump enough coolant, and at other times it would. Of course this caused varying IAT, supercharger engagement, and therefore, power output.

It is very important (on all forced induction cars) to make sure the IC pump is working and is in GOOD condition.

Since I didn't see anyone say anything.. Dibs on the 2nd evo kit if you or your friend decide to sell..

I will keep that in mind. However there may be light at the end of the tunnel yet.