Going to do a Baseline Dyno run today, then RennTech ECU...
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Going to do a Baseline Dyno run today, then RennTech ECU...
The C63 is getting on the dyno to do a baseline run before the RennTech ECU... Results will be up later today....
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lol... no.... it was 2 runs one on a Dyno and one on a DynoJet that give a 12-18% correction for conditions.... so the lower 300hp would be your regular old dyno run.....
will post post-ECU dyno run in a day or so....
will post post-ECU dyno run in a day or so....
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I'm a little confused (I know, rookie!). Is the 419 at the wheels and if so wouldn;t that equate to something closer to 500 at the engine? My math is clearly off here. Any thoughts would be great.
Very interested to see your post ECU test. Thanks
Very interested to see your post ECU test. Thanks
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419 at the wheels after 17% drivetrain loss = 505 hp at the crank.
Just like some of us have suspected.
However, from my understanding, a lot of people believe that dynojet gives you 10% more hp than the true real world number, due to its method in measuring the power. In that case, 419.4 - 10% = 377.5 hp at the wheels.
Equates to 377.5 : 0.83 = 454.8 at the crank.
Dyno Dynamics on the other hand, is believed to give you the true real world numbers. But I have no comment on the 334.5, and it doesn't seem right at all. Another thing, I'm not sure whether this car has passed the break-in period or not. Looking at the numbers, I hope it hasn't.
Just like some of us have suspected.
However, from my understanding, a lot of people believe that dynojet gives you 10% more hp than the true real world number, due to its method in measuring the power. In that case, 419.4 - 10% = 377.5 hp at the wheels.
Equates to 377.5 : 0.83 = 454.8 at the crank.
Dyno Dynamics on the other hand, is believed to give you the true real world numbers. But I have no comment on the 334.5, and it doesn't seem right at all. Another thing, I'm not sure whether this car has passed the break-in period or not. Looking at the numbers, I hope it hasn't.
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I see what the issue was.... I thought tune time was saying that his dynojet numbers were crankshaft horsepower with drivetrain correction factor of 12-18%. He meant windage, airflow, humidity, altitude, etc. My bad.
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What kind of results are you expecting. ECU tunes on a naturally aspirated car are not all that impressive. Usually the tune just leans out the A/F ratio to extra a little more power but that is not the best thing to do for the motor. With other changes, headers, airbox, etc, retuning does make sense.
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We'll obviously have results soon, avoiding the imprecision of speculation, but I believe the thought is that a good bit of the detuning of the engine was through retarding engine timing fuel mapping, etc. And a tiny bit in the exhaust/manifold area. Giving us all higher hopes than for most N/A engines. We'll see though.
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What kind of results are you expecting. ECU tunes on a naturally aspirated car are not all that impressive. Usually the tune just leans out the A/F ratio to extra a little more power but that is not the best thing to do for the motor. With other changes, headers, airbox, etc, retuning does make sense.
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im not going to make any early judgements.... just see what happens and hopefully have some nice results.....
the car feels fast in its oem state..... but not like a super rocket or anything... i guess when it comes to my personal definition of "fast", my bar is alot higher then the average john doe....
But i must say... driving this car is a 10+, its the whole expierence.. the torque, the seats, the growl and popping from the exhaust... the thumbs up from others in traffic.... is that worth $60k? lol... maybe..
the car feels fast in its oem state..... but not like a super rocket or anything... i guess when it comes to my personal definition of "fast", my bar is alot higher then the average john doe....
But i must say... driving this car is a 10+, its the whole expierence.. the torque, the seats, the growl and popping from the exhaust... the thumbs up from others in traffic.... is that worth $60k? lol... maybe..
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If the restrictions are in the exhaust or intake then the ECU alone is not going to get it done.
You should make sure they include A/F info so you know what additional risk you are taking. Hopefully you are all correct and it is just the ECU. I guess someone had to be first but Renntech should be able to answer the question about where the restruction is coming from. If it is the ECU, they should be saying +40 or more hp.
Last edited by SteveL; May 7, 2008 at 02:10 PM.
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Headers and ECU looking between 40-45hp gains.... where 30 ECU and 15 going towards the Headers.... we will see.....
Dyno Runs at RennTech in Florida then me being in NY.... should be a little off...
Dyno Runs at RennTech in Florida then me being in NY.... should be a little off...
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TuneTime: Judging by the big logo in the left corner, it is DynoDynamics chassis dyno.
335 at the wheels is very low, it should be in 370-380 range.
419 estimate that operator created, implies that there is 335/419 = 20% loss at the wheels which is not true either.
Find a Dynojet and use it. You will not have to worry about operator creating fake numbers.
335 at the wheels is very low, it should be in 370-380 range.
419 estimate that operator created, implies that there is 335/419 = 20% loss at the wheels which is not true either.
Find a Dynojet and use it. You will not have to worry about operator creating fake numbers.
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