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05-29-2011, 12:49 PM | #1 | ||||||||||||||||||||||||||||||||||||||||||||||||||||
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VT625 Dynapack Results, Over 650whp...
Special thank you to Robert (PG) for doing all of the documentation, logs, charts, vid, etc. and Shawn at Church Automotive, for use of his Dynapack, it is very much appreciated guys.
*****Here is the updated info now that we received the boost logs from Church. THANK YOU Robert for your hard extensive work here and posting all the Empirical Data for the rest of us to learn from. Car and Modifications:
All Dyno Runs -- SAE Adapted: Air Fuel Ratio: Comparing Dyno ECU AFR's to Dyno AFR's: This graph shows the difference between the AFR's read via OBD port, and those seen by the AFR sniffer on the dyno. The AFR's on the OBD port are exactly what the ECU sees, and the AFR's fromt he dyno come at the tail end, after the mufflers, etc. Since the ECU reads Bank-1 and Bank-2 AFR's, both are included in this comparison. It appears from this graph, that the dyno sees the AFR's a little leaner than the ECU. Boost Log Analysis: 8.05 PSI Dyno Results -- SAE Corrected (J1349): All Dyno Runs -- SAE Corrected (J1349): Dyno Results -- Uncorrected: All Dyno Runs -- Uncorrected: Video: Dyno Testing Procedures: All of the dyno runs are filmed in HiDef video to document the authenticity and independence of the tests. A Kestral 4500 portable weather station is brought to take independent weather measurements. This provides a cross-check for the dyno weather station to ensure that the dyno weather station is reading accurately and has not been tampered or altered in any way. Dynapack settings:
Individual Dyno Results: Individual dyno results are shown below. SAE corrected results are shown twice, using two different sources. The first source (dpc) are the SAE corrected results straight from the Dynapack. The second source (sae) of SAE corrected results are obtained by using the Kestral 4500 weather station data for each individual dyno run and running it through an independent SAE correction formula. This ensures that the dyno results are accurate and can be independently audited and verified for authenticity and accuracy. The legend below has the following meaning:
* Entry used for the Dyno Database Boost Log: Dynapack changed their file format and we can no longer read the files. We had to rely on the dyno operator to export the dyno data as Excel spreadsheets. According to the dyno operator (Shawn Church) the boost gauge had a static pressure of 0.13 PSI. Shawn explained via text message that 0.13 PSI needs to be subtracted from all boost gauge results.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH Last edited by DLSJ5; 06-01-2011 at 03:41 PM.. |
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05-29-2011, 01:21 PM | #2 |
Dr. Octagon
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Incredible! Very impressive numbers Drew. Props for including all of the documentation too.
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05-29-2011, 02:37 PM | #5 |
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i have no doubt in my mind...... the ESS 625 system for the m3 platform is imo, simply the best option for the s65........ absolutly insane power and seemingly, reliable also!!
well done Ess...... wish my Vt2-500 z4 could get 500rwhp....
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05-29-2011, 02:48 PM | #6 |
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That is serious power Drew!!! Congrats brotha, as always your car never seems to disappoint. Dumb question though, what does SAE Adapted mean?
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05-29-2011, 02:58 PM | #8 |
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05-29-2011, 02:59 PM | #9 |
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+1? Awesome numbers!
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05-29-2011, 03:17 PM | #10 | |
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Quote:
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05-29-2011, 03:32 PM | #11 | |
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Quote:
EDIT: (found it) There are two SAE horsepower correction standards. Dynojet uses the earlier (pre-2004) standard. "SAE-Adapted" is the newer (updated) standard. WHP(unc) = Uncorrected wheel horsepower WTQ(unc) = Uncorrected wheel torque WHP(djc) = Dynojet SAE corrected wheel horsepower (SAE-1340 PRE-2004) WTQ(djc) = Dynojet corrected wheel torque (SAE-1349 PRE-2004) WHP(sae) = SAE-Adapted wheel horsepower (SAE-1349 2004+) WTQ(sae) = SAE-Adapted wheel torque (SAE-1349 2004+) Got the info from PencilGeeks thread.
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05-29-2011, 04:51 PM | #13 |
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How do you explain the 90 rwhp and 50 lb rwtq gain over your recent dynojet at the same boost level other than "different dyno"?
http://www.m3post.com/forums/showthread.php?t=531410 |
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05-29-2011, 05:25 PM | #14 | |
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Quote:
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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05-29-2011, 06:22 PM | #15 |
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holy.... F! That is some crazy #s!
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05-29-2011, 08:46 PM | #17 |
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Excuse my ignorance, but what's the point?
I'm sure I can get a blower to put out 1000whp but the car will blow up in a few days. The more power the higher the chance the car will blow. You've already blown up one motor, why not just limit the power to a safe and reliable level? If whp is the goal, why even drive a M3 in the first place? Just get some Mustang or Corvette or whatever else puts out monster numbers. This whole whp race seems utterly retarded... |
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05-29-2011, 10:22 PM | #18 |
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^ I dont think that I have read any post by you that is positive in any way lol
OP those are some sick ass results. I like to see the results of projects like these, always impressive
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05-29-2011, 10:39 PM | #19 | |
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I understand your points on the motor, true for the most part the more power you make the higher the chance you can break things, but other factors play a big role as well. My first motor blew probably because of a meth failure while running 9.3psi and 91 octane. I don't run that much boost anymore and I only run at minimum 93 octane, and have proper hardware installed this time around with the WM system, and it's not dependent on the Meth to keep the motor safe as it was before, but again I do understand your concerns. FWIW I have modded just about every car I've ever owned and never had an engine failure, it's not fun, but I would not have done this again if I did not feel confident with the kit and the people involved. lol, because I didn't want a Mustang or a Corvette I wanted an M3 and wanted to go faster, it has nothing to do with a whp race, it has to do with enjoying my car the way I want too, just as the vast majority of the other forum members are doing on this forum who mod their cars. Certainly you can't argue with the amazing results, unless you're not into that sort of thing, cleary you're not.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH Last edited by DLSJ5; 05-29-2011 at 10:47 PM.. |
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05-29-2011, 10:40 PM | #20 |
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Appreciate all the feedback guys!
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ
08 E92 M3 DCT - Bolt Ons - 60-130MPH 10.71s - 11.88 @ 118MPH - 377WHP ESS VT2-625 SC 60-130MPH 6.80s - 11.30 @ 129.3 MPH 586WHP / 379WTQ ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ Shift-S3ctor E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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05-30-2011, 04:02 AM | #22 | |
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the guy is reporting his dyno numbers to the forums... seriously dude what was the point of your post?? better yet whats up your ass??
great numbers DLS. ESS FTW, hands down. 657rwhp is more than 710 at the crank thats about 750-760 hp at the crank if you calc. a 15% loss roughly. Quote:
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