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      11-09-2012, 05:50 PM   #5
VCMpower
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Drives: 2010 Dakar, 2013 Fire Orange
Join Date: Jan 2010
Location: Victoria B.C.

Posts: 941
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Very real. Very good. Congrats.




Quote:
Originally Posted by e92involved View Post
Hey guys/gals,

As many of you know my car is near completion and now have had some time to enjoy all the modification that have been done. Over the years I have been around, built, driven many cars and have a full perspective of what I look for in a car. I have come to the conclusion I prefer purpose built cars that feel like they have been built by the manufacturer that way. In years past, this was not so easy to accomplish. The aftermarket world sure has come a long way; not only in how these parts perform, but in the fit and finish compared to OEM.

When I first set out to build this car I did not have my mind set to boost it. I have owned many S/C cars; some reliable and some not. Tuning was not always so simple and having the support from the companies not always there. In this build I wanted to accomplish the following things:

1) Purpose built track car that can be driven on the street.

2) Fit and finish on a stock car with the benefits of modified car.

3) Over 500whp that is on tap with pump gas that drives like a stock car, but with the power when I need it.

After months of looking and driving different supercharger M3's I had made up my mind: VF Engineering. What impressed me the most about the company is the experience they have in adding boosted power to European cars. They have been supercharging cars for over 15 years with much success. As many of the kits have similar blowers; what I liked about VF was the plenum design. I didn't fully understand how it works until Nick, the owner of VF, showed me a cutout of the unit. The whole kit just made much sense to me, not too complicated with hoses and wires everywhere. Everything had a purpose and a place. This translated to less disruption if we decided to go back to N/A.

As for the power it is just awesome! The car just drives better, plain and simple. The power curve is smooth and linear, which I am very happy with. The main difference to someone that has been driving an N/A M3 is throttle response. Just cruising around whether youíre on the highway or public roads is simply effortless. What once required half throttle now only requires a quarter. It is very easy to speed in this car now lol . All of this is great and subtle until you lay the hammer down. This car pulls like a mother, but the crazy thing is how smooth it pulls. It makes the car much more enjoyable to drive and quite addicting. The tune is awesome. Nick really did a great job making this kit feel like a stock car until you use the power. The car starts up and idles perfect every time, very impressive. I also choose to add a Tial blow off valve which makes down shifts a bit smoother with the cool noise ppsshhhhshsh! Super fun coming to a stop light and blippig the throttle three or four times....pssshsh bing bang bong psshshh lol!!

Probably the most surprising part about this kit for me was the MPG. I have a 45 mile commute each day and when I drive this car at an 80 mph cruise I achieve 30 mpg! I couldn't believe it at first, then I tested it manually at it was dead on. Obviously, when you dig in the gas pedal itís less but I still get an average of about 26-28mpg all the time!

All and all I am very happy with the kit. The support at VF is awesome. We were trying to get this car ready for Bimmerfest this year and Nick was at home working on my tune until 12am for me. That is awesome! Darwin and all my brothers at Sonic MS have done an awesome job building this car and putting in the work to get it done. Well now that itís done and I have re-badged the car. It is a VF620 M3 and I am very proud of that. We will now be planning some track time for the car and hope to see some of you out there!

I have posted some dyno results we achieved this past week on the car. Hope you all enjoy!

J


Dyno Results:


Car and Modifications:
  • 2012 BMW M3
  • VF-620 Supercharger @ 6.95 PSI (Verified), 91.5mm Pulley
  • Both CAT Delete
  • Akrapovic Evolution GT4 Exhaust
  • DCT
  • 91 Octane
Conditions:
  • Temparature: 82.29 degrees F
  • Atmospheric pressure: 30.14 inHg
  • Humidity: 29.0%
  • Density Altitude: 1401 Ft.
  • SAE Correction: 0.983
  • STD Correction: 1.010
  • Uncorrected: 1.000
Results:
  • SAE Corrected: 515whp @ 8260 RPM, 337wtq @ 7475 RPM
  • STD Corrected: 529whp, 346wtq
  • Uncorrected: 525whp, 343wtq
Dyno Database:Individual Dyno Results:

The legend below has the following meaning:
  • Dyno Run: Dyno run file
  • Temp(F) = Temperature (Farenheit)
  • RelH = Relative Humidity
  • Pressure(Hg) = Barometric Pressure
  • DA(ft) = Density Altitude
  • Boost Avg: Boost calculated using trend line. This is the "official" boost for this dyno run.
  • Boost Peak: Peak boost observed on this dyno run.
  • IAT: Intake Air Temperature
  • WHP(unc) = Uncorrected wheel horsepower
  • WTQ(unc) = Uncorrected wheel torque
  • WHP(SAEd) = SAE Corrected Horsepower using Dynojet weather station.
  • WTQ(SAEd) = SAE Corrected Torque using Dynojet weather station.
  • WHP(SAEk) = SAE Corrected Horsepower using Kestrel 4500 weather station.
  • WTQ(SAEk) = SAE Corrected Torque using Kestrel 4500 weather station.

Dyno Run
Timestamp
Temp(F)
RelH
Press(Hg)
DA(ft)
Boost (Pk)
Boost (Avg)
IAT
WHP(unc)
WTQ(unc)
WHP(SAEd)
WTQ(SAEd)
WHP(SAEk)
WTQ(SAEk)
Run_001
15:32:06
75.2
55.7
29.94
1235
7.5
7.0
119.5 - 129.0
521.8
341.1
511.1
334.7
516.3
338.1
Run_002
15:34:54
76.0
56.1
29.94
1289
8.0
7.1
118.8 - 128.5
524.0
346.6
514.0
340.0
519.3
343.5
Run_003
15:36:36
75.1
55.9
29.94
1231
7.7
6.9
120.5 - 129.5
524.6
343.4
515.4
337.3
519.0
339.8
Run_004
15:38:17
75.5
55.7
29.94
1252
7.3
6.9
122.7 - 131.5
511.9
342.8
502.6
336.6
506.8
339.4
Run_005
15:38:48
74.9
54.8
29.93
1213
7.1
7.0
126.8 - 133.5
513.8
338.6
506.9
334.0
508.2
334.9


Graphs:
SAE Corrected:


HP, TQ, with IAT:


Air-Fuel-Ratio:


NOTE: AFR-Target = Dyno AFR sensors. AFR-B1, AFR-B2 are the BMW O2 sensors. There seems to be a difference between the two; a difference that is not normally seen during dyno tests. One or the other is out of calibraiton, and by the looks of it, the dyno AFR sniffer looks like it's out of calibration.

Boost Log:



STD Corrected:


Uncorrected:
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