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      02-26-2013, 01:16 PM   #23
kotik
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Originally Posted by UBER ///M3 View Post
Im on the edge of buying a 550 and this is making me want to pull the trigger now instead of waiting a few more months..great post brother!
Do it
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      02-26-2013, 02:02 PM   #24
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Originally Posted by tom @ eas View Post
You're already part-way there with the ESS tune. The same E-Flash cable can be utilized with the supercharger system.
yeah im tracking that its just that Im deploying in a few months so im gonna wait til im almost back to buy one so its installed waiting for my return that is unless one is for sale i cant resist haha
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      02-26-2013, 02:03 PM   #25
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Do it
im sooooooo close with these cheap ones on here my SC savings is right where it needs to be i just am waiting for the right one/price
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      02-26-2013, 06:10 PM   #26
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Why am I saving money for one of these and I haven't even taken delivery of my car yet...
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      02-26-2013, 06:25 PM   #27
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Why am I saving money for one of these and I haven't even taken delivery of my car yet...
it's a sickness!!
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      02-26-2013, 10:29 PM   #28
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This dyno really makes me wonder if the extra 4g's is worth it for about 30-50 hp the 620 kits are putting down. Seems like the software revisions really helped.
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      02-26-2013, 10:42 PM   #29
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Quote:
Originally Posted by alofoque View Post
This dyno really makes me wonder if the extra 4g's is worth it for about 30-50 hp the 620 kits are putting down. Seems like the software revisions really helped.
From what I've seen from this kit that with oem exhaust it produces around 470 to 480 with whp. When just the oem xpipe was replaced with dinan xpipe we dynod over 500 whp. Extra hp can be gained with test pipes or hfc xpipe and an exhaust as seen in the graph. Some bigger kits require you to go fully catless exhaust to get top hp.
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      02-27-2013, 11:27 AM   #30
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Originally Posted by Chriskm3 View Post
From what I've seen from this kit that with oem exhaust it produces around 470 to 480 with whp. When just the oem xpipe was replaced with dinan xpipe we dynod over 500 whp. Extra hp can be gained with test pipes or hfc xpipe and an exhaust as seen in the graph. Some bigger kits require you to go fully catless exhaust to get top hp.
And this is on 91. So a 500-510whp daily can be had fully catless on 93. ESS FTMW
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      02-27-2013, 12:43 PM   #31
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Originally Posted by alofoque View Post
And this is on 91. So a 500-510whp daily can be had fully catless on 93. ESS FTMW
Good eye.
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      02-27-2013, 12:54 PM   #32
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Guess ill be pulling the trigger sooner than later
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      02-27-2013, 01:00 PM   #33
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Quote:
Originally Posted by alofoque View Post
And this is on 91. So a 500-510whp daily can be had fully catless on 93. ESS FTMW
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      02-27-2013, 01:04 PM   #34
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Originally Posted by alofoque View Post
And this is on 91. So a 500-510whp daily can be had fully catless on 93. ESS FTMW
Our tests were done catless with oct 94 gas. 501 whp. Great numbers for a basic kit
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      02-27-2013, 01:05 PM   #35
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Have my VT1-550 scheduled for installation next week
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      02-27-2013, 01:10 PM   #36
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[quote=BuckRodgers;13552753]Have my VT1-550 scheduled for installation next
Give it a week of driving and let us know what u think. ESS said around 500 for the ecu adjustments but we found it that longer is better.
My friends who has the ESS kit first words were .. Wow wtf... M3 should come like this from the factory.
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      02-27-2013, 01:28 PM   #37
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yea i know, but means more money on labor... so im trying to decided whether i should just get the vt1 then upgrade later or just spend the extra money and go big...
IF you are eventually going to go VT2 I'd say do it from the start. That being said 500 to the wheels is some serious power

I was debating the same thing and by the time you add everything up you are actually saving $$$ to go with the VT2 from the start. At least that's how justified it...
With the VT1 they will already have the front bumper and manifold off... So it's easy for them to pop the intercooler and Spec 3 injectors (rather than Spec 1) in while it's apart.
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      02-27-2013, 02:06 PM   #38
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IF you are eventually going to go VT2 I'd say do it from the start. That being said 500 to the wheels is some serious power

I was debating the same thing and by the time you add everything up you are actually saving $$$ to go with the VT2 from the start. At least that's how justified it...
With the VT1 they will already have the front bumper and manifold off... So it's easy for them to pop the intercooler and Spec 3 injectors (rather than Spec 1) in while it's apart.
haha yea i agree with you, if i do the vt1, then eventually do the vt2 upgrade later, ill loose money on labor which ill never get back, so im starting to save my money for the vt2 right now!
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      02-27-2013, 04:50 PM   #39
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Quote:
Originally Posted by alofoque View Post
Guess ill be pulling the trigger sooner than later
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Have my VT1-550 scheduled for installation next week
Congrats guys!
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      02-27-2013, 05:14 PM   #40
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Quote:
Originally Posted by alofoque View Post
This dyno really makes me wonder if the extra 4g's is worth it for about 30-50 hp the 620 kits are putting down. Seems like the software revisions really helped.
Dyno's are one thing...it's another to be out on a track pushing the limits, staging on a dragstrip or a runway in warm conditions waiting for your turn and having your engine bay heat up dramatically from just sitting around. That's when the 30-50HP delta turns into a 100+ HP delta. The VT2 is worth it unless you want to run a dedicated water/meth setup with a VT1.
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      02-27-2013, 05:51 PM   #41
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Dyno's are one thing...it's another to be out on a track pushing the limits, staging on a dragstrip or a runway in warm conditions waiting for your turn and having your engine bay heat up dramatically from just sitting around. That's when the 30-50HP delta turns into a 100+ HP delta. The VT2 is worth it unless you want to run a dedicated water/meth setup with a VT1.
Great post!

Which makes me wonder if this VT1-550 could repeat that ~500whp after a handful of consecutive runs, the same way an ESS VT2 does. Or more importantly, if that ~500whp will be consistent when beaten on continuously on the track or drag strip.

I know people have posted threads in the past showing "heat soak" tests on the VT1-535. I just find it challenging to really believe that that 505whp 330wtq is realistic in this example, especially when EAS just dyno'd a VT2-580 with the same numbers.

I'm not trying to knock EAS or ESS, just trying to be realistic with the performance of the really great bang-for-your-buck VT1-550.
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      02-27-2013, 08:19 PM   #42
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Impressive numbers on the VT-1, and I've heard that it does fine on the track. I think Arter here has a 535 kit and it doesn't heat soak apparently. Also, the VT-1 is much more manageable on the track and acts like stroker motor. I'd love a 625 kit but feel it might be a handful on the track and simply get too unwieldy to fully enjoy (now straight aways and drag strips, that's another story!)
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      02-27-2013, 08:40 PM   #43
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Impressive numbers on the VT-1, and I've heard that it does fine on the track. I think Arter here has a 535 kit and it doesn't heat soak apparently. Also, the VT-1 is much more manageable on the track and acts like stroker motor. I'd love a 625 kit but feel it might be a handful on the track and simply get too unwieldy to fully enjoy (now straight aways and drag strips, that's another story!)
Correct me if I'm mistaken but I was under the impression that the 550/540 kits are street dedicated kits and the bigger kits are for both street and track?
For street purposes consistency between pulls is not as important as the track. Real life situations rarely call for wot springs. Occasional one here and there
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      02-27-2013, 08:45 PM   #44
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Correct me if I'm mistaken but I was under the impression that the 550/540 kits are street dedicated kits and the bigger kits are for both street and track
I honestly thought that too, and I'm sure the VT-2s do well on the track and of course don't heat soak. So you're right actually. I've just talked to 535 kit owners and even one 625 kit owner who verified my thoughts on track usability in the real world. It seems when you head into the world of 625 kits+, the car just becomes a rocket ship and coming out of turns on the track and such isn't as smooth as it may have once been.

Then again, wtf do I know, I'm just a S/C dream owner Maybe one day I can verify my own BS!
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