Quote:
Originally Posted by PencilGeek
Regarding the "similar" dyno results. On one hand you've got a brand new (un-broken in motor) on 94 octane making 580whp @ 7.5 PSI vs. 91 octane + METH making 574whp @ 9.5 PSI. Granted, the 580 result had two things going for it that were uknown about the 574 result: 1) it was apparently running with reset adaptations; 2) it was running with 94 octane. Whereas that same 580 result had something going against it: it was a very fresh motor. Give that motor 10000 miles and it's entirely possible that any gains lost due to adaptation are regained once the motor is fully broken in. The 574 result is running at 9.5 PSI -- a full 2.0 PSI higher on 91+METH. According to every promotor of W/M kits I've seen, and a few articles I've read, the METH is certainly an octane booster -- a rather significant octane booster at that. Does it increase the octane by 3 points? Beats me. So to summarize: 580@7.5 PSI vs. 574@9.5 PSI -- and you say those are equal? I don't have to be a fan boy to realize there is a chasm of difference between those two results -- and it isn't caused by 3AKI points of octane -- even if METH were not involved. Once you add METH to the equation, that chasm might as well be the Grand Canyon of difference. |
You seem to think they dyno the same.
But can you honestly say that Pea's VT625 would match Drew's 60-130 of 7.37?
Real world numbers shows Drew's car is using that extra boost and meth very well.
7.37 - DLSJ5 / E92 M3 Gintani Stage 2 SC / DCT / 91 octane and meth / 3 shifts