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04252013, 08:23 PM  #23 
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04252013, 09:42 PM  #24 
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why do the bearings need replacing? As i read it was just a precautionary measure but does the s65 lose oil pressure in instances causing the crankshaft and bearings to touch? Im a newb at this. Excuse the ignorance
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04252013, 10:13 PM  #25 
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04262013, 10:21 AM  #26 
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Sorry guys Ive been out of the office due to the flu*. Anyway the customer decided to go with Arp bolts Monday. As soon as they arrive we will start the tear down. Sorry for the wait I know you guys are as anxious as we are to check them out.
Last edited by Andrew@ActiveAutowerke; 04262013 at 11:24 PM. 
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04262013, 06:31 PM  #27  
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04262013, 06:40 PM  #29 
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I was thinking it was From the fly bite. Like the move where he turns into a monstrous fly and eats things. .. Or maybe one movie reference was enough. Then sorry
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04262013, 06:42 PM  #30 
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Im chasing those numbers. I got few tweaks to do till I run those figures. 558 whp at 6.7 psi.
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04262013, 07:00 PM  #31 
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04262013, 11:23 PM  #32 
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04262013, 11:28 PM  #33 
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04272013, 08:53 PM  #34 
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VCM,
Awesome numbers! FWIW from what I have observed it actually seems like Dyno Dynamics reads just about the same as DynoJet. I had heard the same thing about it reading like a Mustang Dyno but from every car I have seen on the different dynos, it appears the mustang reads considerably lower than both. Mustang reads similar to the WinnFlow I dynoed on at ~530whp. About 10% less that DynoJet and Dyno Dynamics. This also seems to add up based on this ~590whp dyno and the ~500whp dyno from your Gen 1 Level 2 car. Right on point! These kits are definitely the real deal 
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04272013, 09:24 PM  #35  
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Thanks bud!
Yeah I agree. I will get all the data up when I get back to the shop, but doing the math shows 709 crank Hp. 591.1 was at 8.7 psi and A/f was low 12's all the way. Quote:


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04282013, 10:03 AM  #36  
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Mustang. But a lot of DD owners don't like the low numbers they put out, so they add an 11%  12% correction factor to the numbers. It's something built in to the DD software that you can add this "fudge factor" or not. It's actually pretty common. So if you're seeing DD results more like a Dynojet than a Mustang, then that's why. Check the DD section of the Dyno Database, and you can see some entries that are marked with 11% and 12% correction factors. Quote:
crank hp with a 15% drivetrain loss, then you would have 700 * 0.85 = 595whp. To get from whp to chp, instead of multiply, you divide. 595whp / 0.85 = 700 chp. Most people use between 1518% dt loss, but the real number is about 12%. So here's all of those numbers. 591.1 / 0.88 = 672 chp (12% dt loss) 591.1 / 0.85 = 695 chp (15% dt loss) 591.1 / 0.82 = 721 chp (18% dt loss) To get to 709 chp, need a 16.6% dt loss, which is kind of an oddball number to choose. So I'm thinking you're doing the math wrong...so you might want to check your math. 591.1 / 0.834 = 709 chp (16.6% dt loss). 

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04282013, 12:16 PM  #37  
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crank 414 avg dynojet 345 414/345= 1.2 589x1.2 = 706.8 Highest run recorded 582x1.2 = 698.4 avg run 

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04282013, 01:31 PM  #38  
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Andrew I understand how you got your numbers, but your calculations aren't quite correct. It's a common mistake I see people make all the time. Here's how you go from crank hp to whp, and visaversa with drivetrain loss. 1. Calculate DT loss factor (DTL). Let's use your numbers. whp / chp = dt loss factor(you used chp/whp). DTL: 345 / 414 = 0.8333 2. DT loss Percent (DTP): DTP: (1  DTL) * 100 = 16.6667 3. Calculate WHP from CHP: WHP: CHP * DTF WHP: 414 * 0.8333 WHP: 345 4. Calculate CHP from WHP. This is where most people make the mistake, they assume you multiply. But you don't multiply, you divide. If you don't divide, then you won't get back to 414 chp. Remember, these are reciprocals of each other, so you must divide to get back to where you started, not multiply again. CHP: WHP / DTF CHP: 345 / 0.8333 CHP: 414 Roller dynos are not well suited to calculate DT loss. You really want a pure loadbased dyno like Rototest or Dynapack to do that. If you look at the Rototest and Dynapack results with Eurospec gasoline (US94 AKI), then you find much closer to 12% actual DT loss on these cars. The number I use for Dynojet is 15% (0.85 DTF). Tom @ EAS uses 18% (0.82 DTF). 

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04282013, 02:58 PM  #39  
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Here is how I did the math. 591(new wheel HP) divide by 345( stock wheel HP) multiply by 414= 709. I know this is not exact but frankly I don't believe 90%of the dynos on here are in stone. Back to the variable thing again. I did verify with the performance shop who did my dyno and they have a 8% correction so it is closer to a dynojet than Mustang. Without me saying a thing they said they did this for the net freaks that need a schlong extension They are about dyno tuning at this shop not marketing numbers. They had a ninja zx14 on the ramp before me, 412 HP!! Crazy. They made a custom Audi intake work on that thing and turbo. Nuts. At the end of the day the numbers for my car are good enough for me. 

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04282013, 04:05 PM  #40  
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where you pulled 16.6% DT loss because most people either use 15% or 18%. Quote:
rid of the 8% correction factor to see what the DD actually read. Then let's apply the 11% CF that most DD guys use to generate DJ numbers. Finally, let's calculate CHP using the same method you got above. I think you'll like the numbers even more when it's done. 1. Get rid of the 8% CF. This is what the DD actually read. DD: 591 / 1.08 = 547. A very stout number for the DD. 2. Apply the 11% CF. This is close to what you would have read on a Dynojet. DJ: 547 * 1.11 = 607 whp 3. Calculate CHP the same way you did above. CHP: 607 / (345 / 414) = 729 CHP. Happy with that? Very nice numbers to say the least. 

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04282013, 04:19 PM  #41  
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04282013, 04:34 PM  #42 
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I am not an expert but here's some reasons that I've read that could make sense. Note that these are generic and could be from any engine
With that being said, these are generic and could be the reason for any car. I haven't seen any hard evidence of any of these being a widespread problem 
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04292013, 10:21 AM  #43 
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Update: We had a little issue with the studs that arrived from a 3rd party (not Vac) so we will have to wait for the correct ones to arrive. We did however pull one bearing down for the time being for you guys to check out. We found no abnormal wear to the bearing for the mileage.
Lower Lower bearing Vac coated on bottom Lower Upper Last edited by Andrew@ActiveAutowerke; 04292013 at 12:10 PM. 
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