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      04-02-2013, 10:11 PM   #1
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ESS 625 Pulley Swap

So I swapped out the standard 96mm pulley with a 92mm pulley to see how much power increase it would yield. Well, basically it didn't do much. It did increase boost by about 1psi...so instead of a measly 5.2psi I'm getting around 6psi. Still much lower boost than everyone else who has this kit but ironically it's make more power than most as well so I'm not complaining. I'll keep the pulley on for the upcoming Shift S3ctor roll-on event but it's coming off since I can't run this pulley with 91 octane.

Just goes to show that the kit is already optimized for the 625 adaptive software.

Here's an overlay of two of my dyno runs today with a dyno I did back in February with the 96mm pulley.

Blue and Red runs were from today's dyno and the green run was back in Feb with the 96mm pulley.
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      04-02-2013, 10:49 PM   #2
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why is your car running such low boost? I thought that the size of the pulley dictates what PSI is generated.
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      04-02-2013, 11:04 PM   #3
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Less boost and more power is a good thing

Nice runs
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      04-03-2013, 12:13 AM   #4
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Very nice and consistent dynos - your car was a beast at the last event.

What kind of numbers does this translate to SAE wise? I was under the impression that SAE was the industry standard for dyno data but please correct me if I'm wrong as I am a little new to the dyno world.

That 8600rpm redline must be fun!
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      04-03-2013, 11:06 AM   #5
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Quote:
Originally Posted by SYZ View Post
why is your car running such low boost? I thought that the size of the pulley dictates what PSI is generated.
Quote:
Originally Posted by Mike Benvo View Post
Less boost and more power is a good thing

Nice runs
It's a mystery...just guesses at this point. The measurement seem to be correct as they are consistent (over 25 dyno's) and have been confirmed by the installation of a mechanical boost guage. Mike is right in that less boost and more power is a good thing

Quote:
Originally Posted by NikB316 View Post
Very nice and consistent dynos - your car was a beast at the last event.

What kind of numbers does this translate to SAE wise? I was under the impression that SAE was the industry standard for dyno data but please correct me if I'm wrong as I am a little new to the dyno world.

That 8600rpm redline must be fun!
Thx yeah I need to pull up the charts but yes SAE is a tad bit lower. Uncorrected was about the same as STD. Not sure about what is considered industry "standard" but I thought STD is "standard"
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      04-03-2013, 11:08 AM   #6
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Bottom line is that the upgrades to the 8,600 RPM tune and a smaller pulley were worth only 5-10 HP and probably aren't worth it to most since it voids the ESS warranty. I like the flexibility of the tune and typically try to shift around 8,300 to 8,400 RPM at the roll-on events which gives me some room for error to prevent hitting fuel-cut off which completely botches any acceleration run. Another reason for keeping the revs at 8,400 is that it starts getting a little lean at the very top which means I'm running at the limit of the fueling capacity.

Cheers.
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      04-03-2013, 11:10 AM   #7
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got damn... i envy this car so much...
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      04-03-2013, 11:15 AM   #8
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Nice! can't wait to see how the new set up goes this weekend at your event!
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      04-03-2013, 11:49 AM   #9
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Quote:
Originally Posted by NikB316 View Post
Very nice and consistent dynos - your car was a beast at the last event.

What kind of numbers does this translate to SAE wise? I was under the impression that SAE was the industry standard for dyno data but please correct me if I'm wrong as I am a little new to the dyno world.

That 8600rpm redline must be fun!
By the way, a friend of mine just educated me on STD vs SAE. Here goes:

SAE is a standard horsepower correction governed by a standards body. It is documented in SAE-j1349. This has been the standard since 1990. STD has multiple definitions and hence is harder to track down. Some calculate STD as SAE-j607. J607 was adopted in 1974 and did not account for friction loss...hence gives higher results than j1349. Others calculate STD as the original j1349 from 1990 using 60 degrees and 1013mb pressure as reference. However in 2004, j1349 was updated to 77 degrees and 990mb pressure reference. So STD-1349-1990 also gives higher results than the 2004 update.


EDIT: I just checked and my SAE RWHP is lower by 15.
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Last edited by Longboarder; 04-03-2013 at 11:55 AM.
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      04-03-2013, 12:00 PM   #10
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My p3 vent gauge showing 6.8 psi on a 540 vf kit with 508 whp. ESS 620 kit runs less psi with a smaller pulley? Hmm. Something is off them. Either my gauge or your gauge is not registering correctly. I also was under the impression that pulley size controls running speed of the blower which reflects on boost pressure
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      04-03-2013, 12:10 PM   #11
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Quote:
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My p3 vent gauge showing 6.8 psi on a 540 vf kit with 508 whp. ESS 620 kit runs less psi with a smaller pulley? Hmm. Something is off them. Either my gauge or your gauge is not registering correctly. I also was under the impression that pulley size controls running speed of the blower which reflects on boost pressure
It's a good question/comment and either the EAS boost measurement is incorrect or my car is an anomoly.

Funny thing is that their boost measurements appears to be correct for every other 625 kit they have dyno'd and measured boost for. You can see the boost graph above...actually not even 6psi...maybe 5.5 to 5.75 before it spikes up when the throttle is closed.

I wish I had a good answer.
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      04-03-2013, 12:23 PM   #12
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Quote:
Originally Posted by Longboarder View Post
It's a good question/comment and either the EAS boost measurement is incorrect or my car is an anomoly.

Funny thing is that their boost measurements appears to be correct for every other 625 kit they have dyno'd and measured boost for. You can see the boost graph above...actually not even 6psi...maybe 5.5 to 5.75 before it spikes up when the throttle is closed.

I wish I had a good answer.
I don't think eas readings are incorrect. It's either my setup of my Gauge. I'm installing the 620 kit so we will see if the boost readings even out a bit. I was told by ess test the 540 kit runs higher boost anyways. Too bad you can't get your hands on a p3 vent boost gauge then we could have a better idea on what's going on.
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      04-03-2013, 12:28 PM   #13
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Odd that you are making such high HP with that low of a boost reading. Have you checked your boost on a second gauge other than the EAS one for reference?

I would imagine that you would need the VT2-650 software and injectors to take full advantage of a smaller pulley. Im sure just adding more boost to any kit will net some power but there are other factors that contribute to making additional power and doing it safely.
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      04-03-2013, 01:16 PM   #14
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Quote:
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Odd that you are making such high HP with that low of a boost reading. Have you checked your boost on a second gauge other than the EAS one for reference?

I would imagine that you would need the VT2-650 software and injectors to take full advantage of a smaller pulley. Im sure just adding more boost to any kit will net some power but there are other factors that contribute to making additional power and doing it safely.
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      04-03-2013, 02:16 PM   #15
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Quote:
Originally Posted by BuckRodgers View Post
Odd that you are making such high HP with that low of a boost reading. Have you checked your boost on a second gauge other than the EAS one for reference?

I would imagine that you would need the VT2-650 software and injectors to take full advantage of a smaller pulley. Im sure just adding more boost to any kit will net some power but there are other factors that contribute to making additional power and doing it safely.
Yeah we hooked up a mechanical boost guage during the initial dyno runs at EAS back in October when I was consistently getting 4.9 to 5.1 psi on the 96mm pulley. The mechanical boost guage confirmed the results. And yes it's very clear now that I'm tapped out on the 625 kit so software and fueling is required to get more power.
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      04-03-2013, 02:33 PM   #16
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The injectors for the 625 and the 650 are the same, aren't they? According to the ESS site the 550 has "spec 1" injectors, 585 "spec 2" and the 625/650 "spec 3"

I thought the 650 also used a custom crank pulley though in addition to the blower pulley.
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      04-03-2013, 02:35 PM   #17
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Quote:
Originally Posted by BuckRodgers View Post
Odd that you are making such high HP with that low of a boost reading. Have you checked your boost on a second gauge other than the EAS one for reference?
We've tested both with the Dynojet as well as a separate mechanical gauge as backup with the same exact readings.

Edit: Saw that Longboarder has already replied.
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      04-03-2013, 03:08 PM   #18
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Reason you have such low boost is due to the free flowing exhaust. The less restriction you have in the exhaust the less boost the car will register. If you installed a factory exhaust with cats you would pick up some boost.

People forget the pressure is not the metric the engine cares about, it's all about air flow.

Also you probably picked up a decent amount of power, you just can't compare the runs from few months ago because the air conditions have changed.

You should of dynoed before and after on same day to verify gains.
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      04-03-2013, 03:15 PM   #19
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Quote:
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Reason you have such low boost is due to the free flowing exhaust. The less restriction you have in the exhaust the less boost the car will register. If you installed a factory exhaust with cats you would pick up some boost.

People forget the pressure is not the metric the engine cares about, it's all about air flow.

Also you probably picked up a decent amount of power, you just can't compare the runs from few months ago because the air conditions have changed.

You should of dynoed before and after on same day to verify gains.
Hey what's up.

In my case, the change in exhaust did nothing to change the boost as I have dyno'd with the stock exhaust with the blower. Same boost as compared when I dyno'd the day after I had the MRF catless mid-pipe and Akra slip installed. The boost didn't change much but I did pick up quite a bit of power overall, particularly low in the rev range where the S65 needed it most.

Temp/humidity was different, but it was factored in for the STD RWHP results.
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      04-03-2013, 04:45 PM   #20
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Quote:
Originally Posted by chris3g
The injectors for the 625 and the 650 are the same, aren't they? According to the ESS site the 550 has "spec 1" injectors, 585 "spec 2" and the 625/650 "spec 3"

I thought the 650 also used a custom crank pulley though in addition to the blower pulley.
Difference between 625/650 is crank and blower pulley and tune
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      04-03-2013, 07:31 PM   #21
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Quote:
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Difference between 625/650 is crank and blower pulley and tune
We also use a different injector on the 650 than the rest of the lineup. The increase in boost is part of what adds power but the 650 software is very different than the 625 software. VT2-625 is your best all around setup if you want very good power on the stock motor IMO. The VT2-650 is very dependent on fuel quality as it maxes out the stock motor and fuel system. The 650 kit was designed for customers who want to squeeze every last HP out of the stock motor and are ok with pushing limits. It is also meant for customers who understand that you have to use the product as designed due to the added stress it puts on the motor.
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      04-03-2013, 08:49 PM   #22
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25HP is the difference between daily drive safe and every last ounce of the motor? That seems a bit scary, especially as I am eyeing this 625 system.
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