500WHP C63 Edition 507 DYNO'ed
07-07-2017, 02:40 PM
#403
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2012 P31 C63 Coupe Trackrat, 2019 GLE63S Coupe Beast
Here's an example. https://mbworld.org/forums/w211-amg/...rind-talk.html
It's easy to grind off too much, but I believe that it makes a difference (I have experience with this working on other cars, why not ours). I like nice little free hp mods like this, and didn't even remember until you posted. Thanks for posting.
It's easy to grind off too much, but I believe that it makes a difference (I have experience with this working on other cars, why not ours). I like nice little free hp mods like this, and didn't even remember until you posted. Thanks for posting.
07-07-2017, 03:03 PM
#404
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Here's an example. https://mbworld.org/forums/w211-amg/...rind-talk.html
It's easy to grind off too much, but I believe that it makes a difference (I have experience with this working on other cars, why not ours). I like nice little free hp mods like this, and didn't even remember until you posted. Thanks for posting.
It's easy to grind off too much, but I believe that it makes a difference (I have experience with this working on other cars, why not ours). I like nice little free hp mods like this, and didn't even remember until you posted. Thanks for posting.
So can we now say that the 500 RWHP is legit ???
02-19-2019, 11:45 PM
#407
Hahahahahaha holy scrolling.
Don't have time to read all that but my 507 coupes hittin' just over 500 whp..mind you, with ported polished heads, ARH headers, EC tune, filters, carbon drive shaft, snow performance meth for NA motor, and built tranny are the main mods.
Don't have time to read all that but my 507 coupes hittin' just over 500 whp..mind you, with ported polished heads, ARH headers, EC tune, filters, carbon drive shaft, snow performance meth for NA motor, and built tranny are the main mods.
02-19-2019, 11:50 PM
#408
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2008 MB C350 4MATIC/2011 CL63 AMG/2014 C63 Coupe 507
The honest answer,
I had little bit of money saved up and wanted to squeeze any bit of gains i could get and at the same time keeping the temps down; so I pulled the trigger. I've tracked the car on one of the hottest days in Canada and the car ran like a beaut; no over heating issues etc.
I had little bit of money saved up and wanted to squeeze any bit of gains i could get and at the same time keeping the temps down; so I pulled the trigger. I've tracked the car on one of the hottest days in Canada and the car ran like a beaut; no over heating issues etc.
12-05-2019, 11:55 AM
#409
by installing only long tube headers, air filters and tuning it's impossible to make 500whp
12-05-2019, 12:57 PM
#412
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2007 Mercedes E63 AMG
dyno scaling can easily fix that...also blowing in hot air into the dyno temp sensor will raise HP figures on a dynojet. these are the reasons why dynojets aren't the ones called on for accuracy.
also using STD not SAE correction.
http://forum.cog-online.org/concours...hy-it-matters/
also using STD not SAE correction.
http://forum.cog-online.org/concours...hy-it-matters/
The generally accepted "Standard for Comparison" as used by virtually every professional race team and engine builder/manufacture is the SAE correction factor (SAE J1349 and J1995 are the standards and SAE J2723 is the procedure).
Here's why.
The STD Correction Factor is most often used by those who wish to present an inflated perception of Hp and Tq increases without any actual increase in power. There are also additional tricks to show higher numbers.
Note the 104.8% relative horsepower in STD vs the 100% in SAE.
(Borrowed from another forum)
Uncorrected is NEVER accepted in the world of dynoing and tuning as it does not factor in any weather conditions etc. Now here is where the big debate comes...is between SAE and STD. SAE (Society of Automotive Engineers) is the MOST ACCURATE AND WIDELY ACCEPTED FORM OF MEASUREMENT when it comes to the world of dynoing. Here is some more info I have gathered between the two.....
Most people know that showing STD numbers read higher but not many know why. SAE represents more realistic standard conditions, STD artificially boosts numbers.
Identifying Your Correction Factor
ynojet:If you look at a dynojet graph in the upper right corner, you will see where it says the correction method being used. The options are SAE, STD, Uncorrected and a few not needed for discussion. You will also notice a smooth factor (up to 5) which dyno operators use to make the power curves and any other data displayed, such as AFR, seem more accurate and smooth. You will also see AFR graphs scaled DOWN to hide flaws in the curve.Overview:Most of the stated horsepower numbers are “Corrected” values. The correction standards were developed to discount the observed horsepower readings taken at different locations and weather conditions. It is obvious that an engine builder in Colorado could not produce as much horsepower as a shop at sea level. There is just less oxygen for the engine to burn at the higher altitude. What are less obvious are the other weather condition effects on the engine. So in order to compensate for this all advertised horsepower is “corrected” to several different industry standards.
SAE:"SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque.
STD:STD is Another power correction standard determined by the SAE. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard.
"Here is some quick math (using assumptions and round numbers):
STD:
Air Temperature: 60F
Absolute Pressure: 29.92 inches Hg
Relative Humidity: 0%
Relative Horsepower : 104.8%
Air Density: 1.223kg/m3
Relative Air Density: 99.8%
Density Altitude: 67feet
Virtual Temperature: 60F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: .955
SAE:
Air Temperature: 77F
Absolute Pressure: 29.23 inches Hg
Relative Humidity: 0%
Relative Horsepower : 100%
Air Density: 1.157kg/m3
Relative Air Density: 94.4%
Density Altitude: 1952feet
Virtual Temperature: 77F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: 1
This link will explain some of the "Variables" and methods used to artificially boost Dyno numbers. Please excuse the Harley
references.
http://www.drdyno.com/AIM_2006-07.html
If you want to get into the technical aspects here is a pretty good link explaining the SAE standards for corrected horsepower.
https://www.dynomitedynamometer.com/...horsepower.htm
Here's why.
The STD Correction Factor is most often used by those who wish to present an inflated perception of Hp and Tq increases without any actual increase in power. There are also additional tricks to show higher numbers.
Note the 104.8% relative horsepower in STD vs the 100% in SAE.
(Borrowed from another forum)
Uncorrected is NEVER accepted in the world of dynoing and tuning as it does not factor in any weather conditions etc. Now here is where the big debate comes...is between SAE and STD. SAE (Society of Automotive Engineers) is the MOST ACCURATE AND WIDELY ACCEPTED FORM OF MEASUREMENT when it comes to the world of dynoing. Here is some more info I have gathered between the two.....
Most people know that showing STD numbers read higher but not many know why. SAE represents more realistic standard conditions, STD artificially boosts numbers.
Identifying Your Correction Factor
ynojet:If you look at a dynojet graph in the upper right corner, you will see where it says the correction method being used. The options are SAE, STD, Uncorrected and a few not needed for discussion. You will also notice a smooth factor (up to 5) which dyno operators use to make the power curves and any other data displayed, such as AFR, seem more accurate and smooth. You will also see AFR graphs scaled DOWN to hide flaws in the curve.Overview:Most of the stated horsepower numbers are “Corrected” values. The correction standards were developed to discount the observed horsepower readings taken at different locations and weather conditions. It is obvious that an engine builder in Colorado could not produce as much horsepower as a shop at sea level. There is just less oxygen for the engine to burn at the higher altitude. What are less obvious are the other weather condition effects on the engine. So in order to compensate for this all advertised horsepower is “corrected” to several different industry standards.SAE:"SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque.
STD:STD is Another power correction standard determined by the SAE. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard.
"Here is some quick math (using assumptions and round numbers):
STD:
Air Temperature: 60F
Absolute Pressure: 29.92 inches Hg
Relative Humidity: 0%
Relative Horsepower : 104.8%
Air Density: 1.223kg/m3
Relative Air Density: 99.8%
Density Altitude: 67feet
Virtual Temperature: 60F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: .955
SAE:
Air Temperature: 77F
Absolute Pressure: 29.23 inches Hg
Relative Humidity: 0%
Relative Horsepower : 100%
Air Density: 1.157kg/m3
Relative Air Density: 94.4%
Density Altitude: 1952feet
Virtual Temperature: 77F
Vapor Pressure: 0 inches Hg
Dyno Correction Factor: 1
This link will explain some of the "Variables" and methods used to artificially boost Dyno numbers. Please excuse the Harley
references.http://www.drdyno.com/AIM_2006-07.html
If you want to get into the technical aspects here is a pretty good link explaining the SAE standards for corrected horsepower.
https://www.dynomitedynamometer.com/...horsepower.htm
Last edited by hachiroku; 12-05-2019 at 01:00 PM.
12-05-2019, 02:23 PM
#414
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roadtalontsi (06-24-2020)
12-06-2019, 03:57 AM
#415
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aaacidrap (06-23-2020)
02-15-2021, 03:14 PM
#417
Throttle response is easy to change programmatically on most cars. The programmer simply changes how much the throttle body opens per degree of throttle pedal movement. It can also be programmed to be "front end heavy" (more throttle body opening per degree of pedal movement at lower throttle pedal settings).
This is a relatively easy and effective way to make a car feel notably quicker without actually increasing its horsepower, and for a sporty car it makes sense to do.
This is in fact one of the things that the car manufacturers alter programmatically when you select a "rain" or "winter" driving setting, except they REDUCE the throttle body opening per degree of pedal movement for those rain or winter selections, to make it less likely that a driver will accidentally lose traction when the roads are slick.
Back around 2000 or 2003, there was an SAE paper on this made available on The Web.
Jim G
This is a relatively easy and effective way to make a car feel notably quicker without actually increasing its horsepower, and for a sporty car it makes sense to do.
This is in fact one of the things that the car manufacturers alter programmatically when you select a "rain" or "winter" driving setting, except they REDUCE the throttle body opening per degree of pedal movement for those rain or winter selections, to make it less likely that a driver will accidentally lose traction when the roads are slick.
Back around 2000 or 2003, there was an SAE paper on this made available on The Web.
Jim G
Can the throttle controller be programmed so initial throttle pedal input leads to less degrees in throttle opening? To give better fuel mileage during low spee driving?
02-15-2021, 03:49 PM
#418
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2007 Mercedes E63 AMG
what those pedal commanders do is speed up actual or slow down actual pedal movement to what it reports to the engine computer.
archaic but somewhat does what you may want. comfort mode for our vehicles limits the throttle pedal opening as is. with custom tuning this could be further limited if requested with the service I offer.
archaic but somewhat does what you may want. comfort mode for our vehicles limits the throttle pedal opening as is. with custom tuning this could be further limited if requested with the service I offer.
02-15-2021, 03:57 PM
#419
what those pedal commanders do is speed up actual or slow down actual pedal movement to what it reports to the engine computer.
archaic but somewhat does what you may want. comfort mode for our vehicles limits the throttle pedal opening as is. with custom tuning this could be further limited if requested with the service I offer.
archaic but somewhat does what you may want. comfort mode for our vehicles limits the throttle pedal opening as is. with custom tuning this could be further limited if requested with the service I offer.
Years ago I heard that the Eurocharge tuning WAS achieving a mpg or two additional highway mile per gallon, due to A/F ratio's being adjusted. Is this true?
02-15-2021, 04:06 PM
#420
So the Akrapovic cat back exhaust gave an additional 15-20 rwhp over the standards, headers, tune, air boxes C63 which gets 460-475rwhp?
02-15-2021, 05:22 PM
#421
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as i am not eurocharged, i cannot speak to any of their results. if you'd like to inquire what i can offer feel free to send over an email from my website contact form.
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djr48312 (02-15-2021)
02-15-2021, 05:27 PM
#422
Ok, noted. Could you tune for a custom cam? One that's not currently produced?
02-16-2021, 12:13 PM
#423
MBWorld Fanatic!
Damn here we are in 21. couple years after the original post and I havent heard of any other NA C63 make north of 500 with just bolt ons and tune.
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doncmleon (02-20-2021)
02-16-2021, 12:45 PM
#424
MBWorld Fanatic!
