New throttle body spacer from Vararam - my thoughts...

[E.T.]

Originally Posted by RacnJsn95

It's very possible. Curious as to to why I am the only one that has shown a change in the afr though?

I don't think you're the only one. I had a tuner tell me he's seen this happen on other Camaros with the wedge.

[alcal1084]

For what its worth I just installed mine this afternoon and the car feels stronger down low. Top end feels the same but below 5000 rpm it feels better. Also the throttle response is what I'm most impressed with. from a stop when I would be light on the pedal my car would have a little hesitation now thats all gone.

[Jason@JacFab]

I wish the dyno operator was worth a crap. I will not be going back there again. The kid had no throttle control so the graphs below 3500 are not comparable.

[IndeedSS1]

Originally Posted by E.T.

I don't think you're the only one. I had a tuner tell me he's seen this happen on other Camaros with the wedge.

Where do you think the extra air is coming from that causes it to run leaner?

How many people with wedges have been tuned? Has this thing taken off and it is a well kept secret?

Here is my stock dyno with stock airbox no tune.

[E.T.]

Originally Posted by IndeedSS1

Where do you think the extra air is coming from that causes it to run leaner?

How many people with wedges have been tuned? Has this thing taken off and it is a well kept secret?

Here is my stock dyno with stock airbox no tune.

No idea I'm just relaying info that was shared with my by a very well-respected shop/tuner.

[sales@vararam.com]

Doing any type of a direct before and after comparison on an induction part of any type on an E38 car or truck is a waste of time. You have to let the car adjust to the part, assuming it’s a part that actually makes a true flow difference and or alters the ECU’s readings. The change that is being made in this test is the equivalent of swapping intake manifolds and trying to do a before and after comparison without driving on the Dyno to allow the ECU to properly adjust or not re-tuning to the part that was changed. It is always necessary to make different load pulls until the fuel trims and timing curve are dialed in. This normally takes 28-32 miles.We always drive a min of 48 miles on the Dyno, making med and full pulls in between, never stopping the rollers.Doing this gets you close but for the ECU to fully dial in it takes about 75-100miles;it doesn’t matter if it’s a Camaro or a Tahoe. This will be reflected in the timing curve and final fuel trim curve. This is why the car is so inconsistent on your Dyno runs after the change is made in stock and or tuned form. There is a major difference in the flow property that is now occuring inside your intake manifolds runners. The problem is, most simply see it as a spacer, and think it’s no big deal.That is far from the case, it just happens to be a small part in a much larger induction combination. The evidence that the Power Wedge is doing its job in this test is on the Dyno-graph. Notice the gains in bottom end and midrange power leading to additional top end power. That is Ram-tuning/pressure wave manipulation inside the intake runners. The Power Wedge strengthens the bottom of the pressure wave so that it can reach a higher peak, this helps to extend the wave momentum further up the power curve. The ECU needs mileage to learn this, bottom line is, the car will make more power when you allow the E38 ECU to dial in properly. Only at this point will you begin to get full timing advance, full MAF scaling and reach the true and final AFR.
VR Tech

[Jason@JacFab]

I wouldn't say that it's a complete waste of time... Considering I showed an instant gain which I consider to be pretty good gain for what your part is doing a back to back comparison. In theory the gain should only get bigger with more driving time.

Or should I have seen no gain at all doing a direct swap and run?

[ssmike]

This is why some have reported feeling more response after driving for a while than when it was first installed.

[Higgs Boson]

Originally Posted by sales@vararam.com

Doing any type of a direct before and after comparison on an induction part of any type on an E38 car or truck is a waste of time. You have to let the car adjust to the part, assuming it’s a part that actually makes a true flow difference and or alters the ECU’s readings. The change that is being made in this test is the equivalent of swapping intake manifolds and trying to do a before and after comparison without driving on the Dyno to allow the ECU to properly adjust or not re-tuning to the part that was changed. It is always necessary to make different load pulls until the fuel trims and timing curve are dialed in. This normally takes 28-32 miles.We always drive a min of 48 miles on the Dyno, making med and full pulls in between, never stopping the rollers.Doing this gets you close but for the ECU to fully dial in it takes about 75-100miles;it doesn’t matter if it’s a Camaro or a Tahoe. This will be reflected in the timing curve and final fuel trim curve. This is why the car is so inconsistent on your Dyno runs after the change is made in stock and or tuned form. There is a major difference in the flow property that is now occuring inside your intake manifolds runners. The problem is, most simply see it as a spacer, and think it’s no big deal.That is far from the case, it just happens to be a small part in a much larger induction combination. The evidence that the Power Wedge is doing its job in this test is on the Dyno-graph. Notice the gains in bottom end and midrange power leading to additional top end power. That is Ram-tuning/pressure wave manipulation inside the intake runners. The Power Wedge strengthens the bottom of the pressure wave so that it can reach a higher peak, this helps to extend the wave momentum further up the power curve. The ECU needs mileage to learn this, bottom line is, the car will make more power when you allow the E38 ECU to dial in properly. Only at this point will you begin to get full timing advance, full MAF scaling and reach the true and final AFR.
VR Tech

[white ZL1]

Originally Posted by sales@vararam.com

Doing any type of a direct before and after comparison on an induction part of any type on an E38 car or truck is a waste of time. You have to let the car adjust to the part, assuming it’s a part that actually makes a true flow difference and or alters the ECU’s readings. The change that is being made in this test is the equivalent of swapping intake manifolds and trying to do a before and after comparison without driving on the Dyno to allow the ECU to properly adjust or not re-tuning to the part that was changed. It is always necessary to make different load pulls until the fuel trims and timing curve are dialed in. This normally takes 28-32 miles.We always drive a min of 48 miles on the Dyno, making med and full pulls in between, never stopping the rollers.Doing this gets you close but for the ECU to fully dial in it takes about 75-100miles;it doesn’t matter if it’s a Camaro or a Tahoe. This will be reflected in the timing curve and final fuel trim curve. This is why the car is so inconsistent on your Dyno runs after the change is made in stock and or tuned form. There is a major difference in the flow property that is now occuring inside your intake manifolds runners. The problem is, most simply see it as a spacer, and think it’s no big deal.That is far from the case, it just happens to be a small part in a much larger induction combination. The evidence that the Power Wedge is doing its job in this test is on the Dyno-graph. Notice the gains in bottom end and midrange power leading to additional top end power. That is Ram-tuning/pressure wave manipulation inside the intake runners. The Power Wedge strengthens the bottom of the pressure wave so that it can reach a higher peak, this helps to extend the wave momentum further up the power curve. The ECU needs mileage to learn this, bottom line is, the car will make more power when you allow the E38 ECU to dial in properly. Only at this point will you begin to get full timing advance, full MAF scaling and reach the true and final AFR.
VR Tech

Holy crap. That is pure and utter nonsense.

[LBV]

Anyone else noticing a slight whistling sound for a few miles when the engine is still cold? This is as the RPM's rise.

EDIT - ignore that - it was a new in-car electronic item that was whistling. Sorry VR.

[1989GTA]

"Holy crap. That is pure and utter nonsense."

How so? Do not these ECM's have a "learn" feature in them. Even my OBD1 computer has some "learn" capabilities in it. These newer E38 ECM's along with the new software are light years ahead of it.

[litle88]

Originally Posted by 1989GTA

"Holy crap. That is pure and utter nonsense."

How so? Do not these ECM's have a "learn" feature in them. Even my OBD1 computer has some "learn" capabilities in it. These newer E38 ECM's along with the new software are light years ahead of it.

If that is the only things you caught as nonsense, then you don't know what he is referring to.

[IndeedSS1]

Originally Posted by litle88

If that is the only things you caught as nonsense, then you don't know what he is referring to.

There is a lot in the post but condensed it is pretty much about the learning process. I watch my FT's a lot and at minimum can confirm that it takes much longer that one would think for the STFTs to settle near zero and the LTFTs to become predictable at a give TPS, load, etc.

But outside of the FTs point, I don't want any part of that discussion.