Quote:
Originally Posted by JANNETTYRACING
Nice Job Guys. 
Do you have the Fuel Trim information?
Do you have the Timing and Knock Logs?
Why did you only make 2 baseline runs but 7 with the Varraram?
Just an Observation.
Some of that power is coming from fooling the MAF, The MAF is reporting less air than is actually flowing in to the engine due to MAF Clocking and how Air flows past the sensor hugging one side.
When the MAF reports Less Air then Actual 2 Things Happen, The A/F is leaned and the Timing is advanced.
So in essense the car is being tuned in that respect Via MAF Fooling.
What do we do to find power in a tune? We Clean up the A/F and advance timing.
LS3s with Headers and a Tune put down 410 RWHP with Stock air box and 420 with Most Aftermarket Air intake systems so your right in line with everyone else.
So How much of the power came form actual air flow and how much of the power came from MAF error?
I would say a 50-50 split
Were did the 6 HP and 4 lb torque go on the last pull, I think I know, Computer learning out Knock from too much timing due to maf error.
Ted. |
I will give you some quick power point answers.
Anytime the MAF is moved, relocated ,resized or reshaped the entire curve will be changed and the entire system must be rescaled vs OEM to keep it within tolerance.
The Term "Tricking the meter" is not an accurate statement because any good design will follow OEM tolerance regardless of MAF location size or shape.
That is just one aspect of how a proper induction system is designed.
This is not an overnight process it takes time and thousands of miles of testing.
This is what we have spent our time doing with A6 and 6sp manual cars.
(There was no Knock of any kind and there has not been on any car in testing.)
As for power delivered more with headers less without etc... the setup you see is beyond conservative, you could run 89 Octane fuel through it and we have without any knock in 100 deg Texas weather.
because it is so conservative I know that we can easily pull another 5hp and 6-7 ftlbs out of it and even that will still be conservative.
(Filter Flow)The Filters height of 3.0inch is a none issue ,this is for another reason that you will see listed on our site later when it goes live.
( filters are 1400-2000CFM)
Heres the thing guys, This is one of the lowest Before and after Dyno numbers for a 6sp Man that we have on file!
(His Torque gain was low)
We wanted to start him off soft to verify where the car was ,then turn it up, turns out we had alot left.
Due to the Camaros weight ( 3,800lbs)The system is designed to produce greater Torque than HP gains.
There are many features that make that happen but one was to give up peak HP and concentrate on 4500-5500RPM rather than a 5500-5800RPM peak numbers.
Our goal was to build a broad fat power curve ,as an Engine development Engineer who specializes in induction system design, I pride myself on it.
This is a Tuned Induction system, not a cone with a pipe!
Peak numbers will never make for a quick car at 3,800lbs!
We could easily custom tune this car for another 10-15HP even after we lean on it from the numbers listed.
If peak numbers are all that is wanted ....thats easy ,We can switch the aero package around back to our original prototype combination and gain another 6-8hp but we will lose Our broad power curve and the car will not be any quicker.
WE will gain more from each kit ,once the car is on the move from the Ram Effect ,which we limited in the design of the system for a specific gain in flow resulting in a drop in D/A inside the plenum of the intake manifold.
Best Regards VR Tech