R&d #9
03-22-2004, 07:24 AM
#26
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Porsche Turbo Stage 4, Cayenne S ... gone C43, C32, ML55 & Ducati 999.
Re: R&d #9
Originally posted by vadim@evosport
We have been busy with other numerous projects, so please excuse the delay.
Here is the latest:
We are going to follow the progress of air as it enters the engine.
1. SL55 Air Boxes. Over last two years we were planning on making our own HiFlow airboxes to keep compressor inlet air restriction to a minimum. After several different designs, the realities and cost of producing a run pointed us in the direction of using AMG parts.
SL/E/S55 all use the same airboxes. They will fit C32. However a number of small adapter stands and hoses will need to be fabricated to make it a clean and easy install.
On a stock C32 there is 2-3HP, on our Stage II they are worth 7-9HP, including rear splitter.
I will post some pictures in the next couple of days.
We have been busy with other numerous projects, so please excuse the delay.
Here is the latest:
We are going to follow the progress of air as it enters the engine.
1. SL55 Air Boxes. Over last two years we were planning on making our own HiFlow airboxes to keep compressor inlet air restriction to a minimum. After several different designs, the realities and cost of producing a run pointed us in the direction of using AMG parts.
SL/E/S55 all use the same airboxes. They will fit C32. However a number of small adapter stands and hoses will need to be fabricated to make it a clean and easy install.
On a stock C32 there is 2-3HP, on our Stage II they are worth 7-9HP, including rear splitter.
I will post some pictures in the next couple of days.
, I told you on 8/16/2003.http://groups.msn.com/Mercedes2003C3...ox.msnw?Page=2
http://groups.msn.com/Mercedes2003C3...ox.msnw?Page=3
good job & write up
Ciao
03-22-2004, 12:02 PM
#27
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C32 and 98 C5 Vert
Vadim:
You guys are going to get every horse power out of the engine. The real problem is the torqe converter. Do you know what size the converter is and the connections? I want a looser converter with a 2.5 or better str and some 4000 plus shift extentions.
The converter is by far the best enhancement I did to my vette and I was wondering your thoughts. I run a 3800 stall with a 2.5 str and 4700-5000 rpm shift extentions. I picked up a full .3 and 2 mph by being in a better power spot than my old 3000 stall.
A 2400 stall with a high str 2.0 to 2.5 with standard shift extentions would not even require a reprogram and would be good for at least .3-.5 over the stock converter.
Once I get the spec's I will contact Mike at Yank converters and see how much it would cost to build a new converter to my specs.
You guys are going to get every horse power out of the engine. The real problem is the torqe converter. Do you know what size the converter is and the connections? I want a looser converter with a 2.5 or better str and some 4000 plus shift extentions.
The converter is by far the best enhancement I did to my vette and I was wondering your thoughts. I run a 3800 stall with a 2.5 str and 4700-5000 rpm shift extentions. I picked up a full .3 and 2 mph by being in a better power spot than my old 3000 stall.
A 2400 stall with a high str 2.0 to 2.5 with standard shift extentions would not even require a reprogram and would be good for at least .3-.5 over the stock converter.
Once I get the spec's I will contact Mike at Yank converters and see how much it would cost to build a new converter to my specs.
03-22-2004, 02:18 PM
#28
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Thread Starter
OK, one at a time:
1. 282.5 TQ is a shift spike. Dynojet software will always display the higher number.
2. Both Denso and stock AMGs are Iridium plugs. Stock gap, I think, is around 40.
3. Labor - 6 hrs. Stage I, 12-14 hrs. Stage II
4. ECU can usually be turned around in one day.
5. See the answer on TQ converter in "Carlsbad...." thread.
Thanks.
1. 282.5 TQ is a shift spike. Dynojet software will always display the higher number.
2. Both Denso and stock AMGs are Iridium plugs. Stock gap, I think, is around 40.
3. Labor - 6 hrs. Stage I, 12-14 hrs. Stage II
4. ECU can usually be turned around in one day.
5. See the answer on TQ converter in "Carlsbad...." thread.
Thanks.
03-22-2004, 02:30 PM
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2006 Corvette Coupe
282.5 TQ is a shift spike. Dynojet software will always display the higher number.
Ack, apparently revisions can't be made for "older" articles!
03-22-2004, 02:41 PM
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2006 Corvette Coupe
Updated Summary (v2) - supercedes original summary)
Revision History
v1 - Original
v2 - Fixed baseline torque number, recalculated all delta torques, incorporated information from questions into main summary where appropriate. Updated Stage II description to include headers.
I've been reviewing all the R&D posts I can find and took a few notes as I've reviewed them. I believe this summary is accurate and hope others find it helpful.
R&D 3 (https://mbworld.org/forums/showthrea...threadid=17105)
Prototype pulley system adds 15-20 HP but IAT goes high after a while.
R&D 4 (https://mbworld.org/forums/showthrea...threadid=18979)
Prototype pulley system adds 15 HP peak-to-peak and +20 HP mid-range. Vadim’s test car dynos at 283 HP, 274 ft-lbs. (282 ft-lbs torque spike is noted to be a spike due to gear shifting.)
R&D 5 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
Prototype pulley system with intercooler capacity upgrade adds 20-25 HP and 20-25 ft-lbs. Use of colder spark plugs results in no additional power. SL55 splitter adds 3-5 HP and yields crisper throttle response.
R&D 6 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
ODPS product announced and includes pulley system and intercooler capacity upgrade. Estimated installation time is 6 hours. SL55 splitter (not part of ODPS) installation requires use of custom hoses.
R&D 7 (https://mbworld.org/forums/showthrea...ight=Powerchip)
Powerchips software adds an additional 12 HP and 25 ft-lbs beyond ODPS alone. This combination becomes Stage I, as of January 2004 was MSRP at $2890 and on sale at $2690. (Vadim’s test car dyno’s at 314 [+31] HP, 284 [+10] ft-lbs). Estimated installation time is 6.0 hours for Stage I. Evosport can offer same day turn-around for reprogramming the ECU.
Stage I combination plus headers develops 47 HP / 50 ft-lbs beyond ODPS alone for 91 octane gas and 57 HP / 50 ft-lbs for 93 octane gas. (Vadim’s test car dynos at 316 HP [+33], 296 [+22] ft-lbs)
R&D 8 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
Stage I combination plus (1) SL55 splitter with custom hoses, (2) high flow air filters, and (3) 8mm spark plug wires yields additional 30 HP and 26 ft-lbs. It is noted that test conditions include using Denso Iridium spark plugs gapped at 0.035 inch. Stock plugs are also iridium plugs but gapped differently (0.040 inch?). (Vadim’s test car dynos at 332 [+40] HP, 284 [+10] ft-lbs)
Stage I combination plus (1) SL55 splitter with custom hoses with (2) high flow air filters, (3) headers, (4) 8mm spark plug wires, and (5) new software yields increased power. This becomes Stage II, as of January 2004 was MSRP at $5490 and on sale for $5290. (Vadim’s test car dynos at 359 [+76] HP, 352 [+78] ft-lbs). (Assuming test was done using the above-noted Denso Iridium spark plugs gapped at 0.035 inch.) Recommended installation time for Stage II is 12.0 hours.
R&D 9 (https://mbworld.org/forums/showthrea...threadid=63777)
Many new modifications shown. Projected total combination to equal 420 – 425 HP.
----
v1 - Original
v2 - Fixed baseline torque number, recalculated all delta torques, incorporated information from questions into main summary where appropriate. Updated Stage II description to include headers.
I've been reviewing all the R&D posts I can find and took a few notes as I've reviewed them. I believe this summary is accurate and hope others find it helpful.
R&D 3 (https://mbworld.org/forums/showthrea...threadid=17105)
Prototype pulley system adds 15-20 HP but IAT goes high after a while.
R&D 4 (https://mbworld.org/forums/showthrea...threadid=18979)
Prototype pulley system adds 15 HP peak-to-peak and +20 HP mid-range. Vadim’s test car dynos at 283 HP, 274 ft-lbs. (282 ft-lbs torque spike is noted to be a spike due to gear shifting.)
R&D 5 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
Prototype pulley system with intercooler capacity upgrade adds 20-25 HP and 20-25 ft-lbs. Use of colder spark plugs results in no additional power. SL55 splitter adds 3-5 HP and yields crisper throttle response.
R&D 6 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
ODPS product announced and includes pulley system and intercooler capacity upgrade. Estimated installation time is 6 hours. SL55 splitter (not part of ODPS) installation requires use of custom hoses.
R&D 7 (https://mbworld.org/forums/showthrea...ight=Powerchip)
Powerchips software adds an additional 12 HP and 25 ft-lbs beyond ODPS alone. This combination becomes Stage I, as of January 2004 was MSRP at $2890 and on sale at $2690. (Vadim’s test car dyno’s at 314 [+31] HP, 284 [+10] ft-lbs). Estimated installation time is 6.0 hours for Stage I. Evosport can offer same day turn-around for reprogramming the ECU.
Stage I combination plus headers develops 47 HP / 50 ft-lbs beyond ODPS alone for 91 octane gas and 57 HP / 50 ft-lbs for 93 octane gas. (Vadim’s test car dynos at 316 HP [+33], 296 [+22] ft-lbs)
R&D 8 (https://mbworld.org/forums/showthrea...ighlight=R%26D)
Stage I combination plus (1) SL55 splitter with custom hoses, (2) high flow air filters, and (3) 8mm spark plug wires yields additional 30 HP and 26 ft-lbs. It is noted that test conditions include using Denso Iridium spark plugs gapped at 0.035 inch. Stock plugs are also iridium plugs but gapped differently (0.040 inch?). (Vadim’s test car dynos at 332 [+40] HP, 284 [+10] ft-lbs)
Stage I combination plus (1) SL55 splitter with custom hoses with (2) high flow air filters, (3) headers, (4) 8mm spark plug wires, and (5) new software yields increased power. This becomes Stage II, as of January 2004 was MSRP at $5490 and on sale for $5290. (Vadim’s test car dynos at 359 [+76] HP, 352 [+78] ft-lbs). (Assuming test was done using the above-noted Denso Iridium spark plugs gapped at 0.035 inch.) Recommended installation time for Stage II is 12.0 hours.
R&D 9 (https://mbworld.org/forums/showthrea...threadid=63777)
Many new modifications shown. Projected total combination to equal 420 – 425 HP.
----
Last edited by cschow; 03-22-2004 at 11:34 PM.
03-22-2004, 11:44 PM
#32
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2006 Corvette Coupe
A few more questions...
Hi Vadim:
I noticed I forgot to include headers in my description of Stage II so I added it in a later edit. I assume thats correct.
Regarding the HP and torque numbers reported and dynos graphs in the various R&Ds, it is correct to assume, since Evosport is based in California, that unless otherwise stated the numbers are based on 91 octane gas?
Also, I have questions about emissions. I'm assuming, and please confirm, that both Stage I and Stage II are 50-states emission legal (for 93 octane gas). Thats the fundamental question, but as usual I have follow-up questions.
I'm not sure how emissions regulations work and I've seen several posts reference getting a CARB exemption number for various components of the mods. Briefly, please explain what a CARB exemption number signifies and whether it has any significance on those of use outside California.
What is the CARB exemption number status (e.g.,: number received, number applied but not yet issued, number denied, number not required) for the components which make up stage I and stage II (pulley set, IC res. increase, stage 1 software, stage 2 software, headers, SL55 Y-pipe with hoses, etc.)
I noticed I forgot to include headers in my description of Stage II so I added it in a later edit. I assume thats correct.
Regarding the HP and torque numbers reported and dynos graphs in the various R&Ds, it is correct to assume, since Evosport is based in California, that unless otherwise stated the numbers are based on 91 octane gas?
Also, I have questions about emissions. I'm assuming, and please confirm, that both Stage I and Stage II are 50-states emission legal (for 93 octane gas). Thats the fundamental question, but as usual I have follow-up questions.
I'm not sure how emissions regulations work and I've seen several posts reference getting a CARB exemption number for various components of the mods. Briefly, please explain what a CARB exemption number signifies and whether it has any significance on those of use outside California.
What is the CARB exemption number status (e.g.,: number received, number applied but not yet issued, number denied, number not required) for the components which make up stage I and stage II (pulley set, IC res. increase, stage 1 software, stage 2 software, headers, SL55 Y-pipe with hoses, etc.)
