I finally had a chance to hit the dyno tonight on my way home.. My business has been keeping me very busy these days so I haven't had much time for tinkering.. Sorry this update is coming so late...

The dyno below shows my previous best run which was right after the exhaust install as well as this latest pull. This new run includes the new Tuner Werks custom ECU tune as well as the Evosport pullies.

This is a preliminary tune that was given to me and there is definitely room for improvement. The guy who wrote the custom program said that it was done "conservatively" just to make sure the A/F was safe. I emailed him the dyno chart and he will revise the programming accordingly and we will do another pull very soon.

Notice that on my previous pull my peak torque came in around 2,500RPM (442ft.lb) and held steady until 4,000RPM and then began to drop. Notice on my new pull that peak torque occurs around 3,600RPM. It builds from 2,200RPM up to the peak and then starts to fall again near 4,000RPM. This tells me there is DEFINITELY more torque available at the lower end with a revised A/F map. With the added boost this thing is making, peak torque should be coming on sooner if anything.

Another thing to mention is that my car was run hot.. I pulled in from the road, they strapped me down and off we went. A more important note is that my intercooler pump is still rigged to be triggered by the ECU. I havent had a chance to rewire it so that it gets turned on with the ignition and stays running constantly. This will definitely provide a boost in power. That's another test I have to do... Once I re-wire it I'll throw it on the rollers again.

I am pretty happy for this initial tune since my power jumped 31rwhp and 51rwtq.

Once I get the revised tune and redyno, the next step will be to go back down to the 2.75" stock exhaust diameter, remove the primary cats, and replace the secondaries with hi-flow cats. I am expecting to pick up even more lower end torque.. Hopefully the horsepower wont drop off... Stay tuned...

 

AFR is dead on. I would leave it alone!

 

what afr is the tuner shooting for? I think its lean!

But you got a big increase in power.

Nice

 

I just went through and looked at all the dyno charts various people have posted and it seems as though the AFR is dead on.. Weird though that increasing the boost caused my peak torque to occur higher in the rev range.. Maybe the timing needs to be adjusted????

Either that or my wheels were spinning on the dyno and didnt get a proper reading.. I am still running winter tires so maybe that is a possibility.

I will wait for the tuner's feedback once he sees my dyno chart. He did tell me it was a conservative tune, so maybe the timing was backed off just to be safe??? Not sure at this point.

 

vrus, you have one sweet machine. Very impressive numbers. Make sure to keep us up to date, I have had a good time keeping track of your progress.

Makes me wish I still had mine...

 

Nice car and dyno sheet!!

 

Goddamn, that's over 650 lb-ft of torque at the crank.

 

Dont know why your tq seems to come on later. How does it feel on the road? Maybe timing is being pulled? Maybe there is not enough fuel at that peak? Also what is the stock boost and what boost are you running now?

As for the AFRs I used to tune my supra at 11.5- 11.8 on the dyno. Yes that was rich but seems to be the safe tune on across the board on a FI car. But I could be wrong on our E55. You have to remember that leaner your tune the more heat you will generate which will help cause detonation. I really wonder though what the stock ecu is tuned for on the AFRs?

 

Victor,

Congrats on the healthy dyno! I think the A/F looks good. We pretty much have the same mods. The only other one I have is the cut outs which looked to add 11rwhp for me.

Do you have the TB port on your stock TB, is it reflected in this dyno?

 

What Will She Do In The Quarter Mile?

 

The best fuel efficiency and emissions for gasoline occur at its stoichiometric point (A/F ratio = 14.7:1). The best power output occurs when the A/F ratio is maintained between 12:1 and 13:1. This is partly due to a charge cooling effect that occurs when extra fuel is added, and partly due to the fact that adding a little extra fuel will ensure that all oxygen in the intake charge is consumed. Going lower than this range will reduce power output.

Looking at your chart, I would have your tuner add fuel between 2500 and 3500 RPM. Target for A/F ratio = 12.5:1.

 

Vic.

Congrats!! The car is making serious power. Your Dyno looks very strong.

I would love to see some numbers from the track. Have you been there yet?

 

Thanks! You need to pick up another one. These W211s are one heck of a "family" sedan..


Thanks! It'll look more like yours once the paint shop blacks out my grille.


And it's the very reason you can do drive-bys at 50mph and do rolling burnouts.. LOL... I thought my car was a blast when I had just the headers.. This thing is a tire shredder and I am nowhere near done with it yet.


Feels very quick on the road. Stock boost was 11.6psi.. When I added my 3" exhaust I lost 2psi down to 9.6psi. Pullies give me +2 to +3 so I should be at 11.6 - 12.6psi now.

Thanks buddy!! Stock TB right now.. Still evaluating what to do. Its basically down to the Kleemann TB kit or wait until the 2007 SL55 TB gets put on the parts list. That one should be a bolt on and is already bigger from the factory.


Good question. I will be at local track the day it opens to find out.


My initial instinct when I saw my graph was that the A/F was too lean down low and/or timing was retarded because of the drop off in torque. Then I did a search and found other people's charts and they mimic mine.. Fuel is at 13.5:1 - 14:1 from 2,500 to 4,000 so I thought mine was dead on. Reading your post and rethinking it, the A/F should be flat and even across the board. Maybe everyone else has the same problem and we are all off... Anyways, I sent off an email to the tuner recommending to add fuel down low just like you said and to evaluate the ignition advance for possible further enhancement. Thanks for your input! Much appreciated!

Thanks buddy! I know there is alot more in it with some revised programming and some more tweaking. I wont stop until I hit 575rwhp = 700hp @ crank.

Havent been to the track.. It's winter up here. Waiting for the day it opens.. Will try to drag some Porsche buddies and the local E55 K4 along with me for some testing.

 

Vic,

That's awsome! From 441rwhp to 471rwhp is a nice improvement. How much more juice do you think you can squeeze out with fine tuning the ECU? Also you're running 92/93oct?

 

Victor,

I think your drop in torque is probably due to your VERY highflow exhaust system. You may simply have "too much" flow at the low rpm now and unfortunately that will make you lose some of that low end torque. It's great for HP especially in the upper rpm, but too much flow can translate into lost torque. It looks like the factory exhaust system is actually built pretty well!

-m

 

Great Numbers Vrus!

 

Hey Marcus,

Remember, the previous dyno pull showing 442rwhp, 476rwtq was WITH the 3" exhaust. This new pull only added pullies & ECU tuning.

Whatever backpressure and loss I had I already took a hit for it when I did the 442/476 pull. This drop in power has to be purely tuning related because that's all that changed.

I agree that the 2.75" exhaust is probably more than enough.. That's why the next step after the tuning is finalized is to go back to 2.75" exhaust and measure any changes. That will give finite info on what the best exhaust is.

I just got notice 2 min ago that the tuner sent a new file for me which changed the A/F and the timing. I will be getting the new flash tomorrow morning and will re-dyno Friday night.. Hopefully the 1.5 days of driving with new tune will be enough to have the ECU relearn.

Thanks!! Hopefully it will be even better on Friday.

 

Thanks! I am not expecting peak power to go up but I am expecting the torque curve from 2,500RPM - 3,500RPM to flatten out with the 4,000RPM line.. I should be seeing 547ft lb at 2,500RPM.. That's what I am hoping this new file will give me back.

If peak power goes up it will be a bonus because I know he did alter the timing on this new file.

Runing on 93/94 octane.

 

I dont think backpressure is much of an issue once you get past the headers. If the headers are properly designed, then a free flow exhaust shouldnt cause you to lose torque.

 

Nice gain there Victor. Keep up the good work. I had a chance recently to put mine on a MAHA Dyno and actually got better numbers than my previous Dynojet runs. I thought my rwhp would go down but it went up to 494.

 

Thanks!!

Let me guess.. You went over to see Andy @ A&A ??

 

No. I went to Southern CA, and had it done at AMSPOWER.com. Marc, the owner of AMS sold me on the accuracy of the MAHA Dyno. Marc warned me that more than a few patrons were very disappointed with their lower results. I was truly expecting smaller numbers/lower results as well, than I got from my Dynojet runs.

Victor I am sure you know all about the MAHA Dynos, there are on 4 in North America. 1. AMS Power - Carson, CA
2. Brabus, Newport Beach, CA
3. Mercedes-Benz Corporate Center in Southern, CA
4. Detroit, Michigan

Help me decide on a enlarged throttle-body and a better cooling system, after that, I may done as far a mods. Sad to say I may sell after and modify another AMG. For me, it's AMG or nothing.

 

nice numbers!~!

 

I thought Andy ended up buying a MAHA dyno... I know his dyno simulates load and can hold certain RPMs so you can fine tune the ECU. I guess I was mistaken. The load dynos simulate real world driving and therefore are much more accurate to real world performance than a dynojet.

As for the TB, I too am trying to decide what to do.. I am either going to grab the Kleemann or wait for the 2007 SL55 TB which is supposed to be enlarged from the factory and should be a direct bolton. If you want a solution that is lower cost and bolt-on affair, you might want to take your stock one and get it ported and then port-match the intake on the blower. As Vadim noted, it was good for 17rwhp - 20rwhp.

As for cooling you know what I think about that. These cars need all the cooling help they can get. I think the Evosport kit is the way to go, but it is a few bucks. At the least I would say start off with the Johnston pump, separate the intercooler cooling system from the car's cooling system, and rig the pump to turn on with the car's ignition so it runs all the time.


Thanks buddy!!

 

Update...

The new program is in. Now I have to get past the "break in" miles to get the ECU to relearn again.. Definitely feels a little sluggish after just getting a fresh tune.

Depening on how the car feels by tomorrow, I may postpone the dyno until Monday. That should give me enough time to rack up some miles over the weekend.