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Old 01-12-2007, 10:05 PM   #1
krisco
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Default Got protuned and the results are...

311whp and 330tq! Car is a 06 STI with Helix 3" Downpipe, 3" HKS Carbon-TI cat-back, K&N Intake, warlboro 255 fuel pump and of course Cobb Access port. Heres the dyno sheet:


This was done on a Dyno Dynamics dyno and I am pretty happy with the results. Thoughts?
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Old 01-13-2007, 05:54 AM   #2
swiftwrx1
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nice!!! nice!!!! nice!!!!
Dude why didn't you post in pruven power? Where is the write up?
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Old 01-13-2007, 09:29 AM   #3
crazyGC8
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Glad to see that helix DP is working better for you!!
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Old 01-13-2007, 12:53 PM   #4
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So Al had no problems with the boost spiking as soon as you switched to the Helix?
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Old 01-13-2007, 06:27 PM   #5
krisco
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Quote:
Originally Posted by foxboroxt View Post
So Al had no problems with the boost spiking as soon as you switched to the Helix?
Yeah the helix downpipe fixed the problem.
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Old 01-13-2007, 06:30 PM   #6
V6TurboTA
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what DP did you have before that was giving you trouble?

~v6
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Old 01-13-2007, 06:32 PM   #7
Rex_Guy
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on stock turbo i assume?
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Old 01-13-2007, 06:54 PM   #8
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Quote:
Originally Posted by V6TurboTA View Post
what DP did you have before that was giving you trouble?

~v6

Invidia V3 I believe. It is the version with the splitter plate in the bellmouth.

I am glad Al got everything sorted out for you. I have never been a fan of the Divorced Wastegate downpipes or the downpipes with the splitter in the bellmouth.

-Matt
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Old 01-13-2007, 07:51 PM   #9
swiftwrx1
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It was the V2 Invidia so not the one with the divorced wastegate, and yes stock turbo.
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Old 01-13-2007, 07:57 PM   #10
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V3 is what the original post says.
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Old 01-13-2007, 08:53 PM   #11
krisco
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Its a V2.
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Old 01-13-2007, 08:53 PM   #12
Drac9
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I'm surprised to see that they are still using an unrealistic correction factor on that dyno. Regardless- the graph looks nice. The real number is 279.9 hp though if you take off the inflated 10% CF Al has been using.
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Old 01-13-2007, 09:15 PM   #13
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Quote:
Originally Posted by Drac9 View Post
I'm surprised to see that they are still using an unrealistic correction factor on that dyno. Regardless- the graph looks nice. The real number is 279.9 hp though if you take off the inflated 10% CF Al has been using.
I don't get how you can say we are using a "unrealistic" correction factor
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Old 01-13-2007, 09:29 PM   #14
Drac9
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You are at sea level- if you are adding 10% on top of the calculated correction factor that is unrealistic.
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Old 01-13-2007, 09:38 PM   #15
ShaggyGT
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Quote:
Originally Posted by krisco View Post
Its a V2.
Interesting. I have tuned several STi's with the Invidia V2 with none of them causing boost creep.
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Old 01-13-2007, 09:41 PM   #16
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Thats a fine looking dyno sheet.. enjoy the car man!
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Old 01-13-2007, 09:56 PM   #17
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Quote:
Originally Posted by Drac9 View Post
You are at sea level- if you are adding 10% on top of the calculated correction factor that is unrealistic.
I would find that using a lower reading Dyno Dynamics figure and then saying add " X " percent to reach a Dyno Jet figure would be equally unreasonable

As I have stated before, we have adjusted our dyno to read similarly to local dyno jet dynos - we feel this is a more meaningful and useful figure

The main point is that we keep the correction the same before, during and after the dyno tuning

Our # 1 use for the dyno is as a tuning tool - not as a bench racing machine

Regardless of the peak power # a skilled and savy reader of dyno sheets can draw many useful comparisons by looking at the shape of the curve and the relationship between whp and tq
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Old 01-13-2007, 10:14 PM   #18
Drac9
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What is a stock sti baselining at on your "adjusted" numbers? Believe me, I am perfectly aware of the point an usefulness of dyno tuning. I do agree that we are just looking for gains between the start and finish. My main concern is that customers who have not researched to find that you guys are artificially correcting these numbers to read like a dynojet would possibly expect other DD dynos to read these same numbers. Then with those of us who are using honest corrections on our DD dynos post numbers they look artifically low to an undereducated customer. It just rediculous to me to take real numbers and overinflate them for the sake of comparison between other dynos.
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Old 01-13-2007, 10:19 PM   #19
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that dyno sheet is perfect IMO

congrats
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Old 01-13-2007, 10:22 PM   #20
krisco
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Quote:
Originally Posted by PaulRex View Post
Thats a fine looking dyno sheet.. enjoy the car man!
Quote:
Originally Posted by rally_on View Post
that dyno sheet is perfect IMO

congrats
Thanks guys!
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Old 01-14-2007, 12:01 AM   #21
jtanoyo1
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Wow, the numbers ARE high. Nice looking sheet though.

My JDM 2.0L sti with the similar mods is only reading about 240-250whp on an uncorrected dynodynamics on 1.3 bar with piss gas.
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Old 01-14-2007, 12:15 AM   #22
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Quote:
Originally Posted by Drac9 View Post
What is a stock sti baselining at on your "adjusted" numbers? Believe me, I am perfectly aware of the point an usefulness of dyno tuning. I do agree that we are just looking for gains between the start and finish. My main concern is that customers who have not researched to find that you guys are artificially correcting these numbers to read like a dynojet would possibly expect other DD dynos to read these same numbers. Then with those of us who are using honest corrections on our DD dynos post numbers they look artifically low to an undereducated customer. It just rediculous to me to take real numbers and overinflate them for the sake of comparison between other dynos.
What is the "real" number ? Dyno Jet or Dyno Dynamics ?

As far as I am concerned as long as we leave the dyno calibration constant it does not matter which setting you use.

Just for your refernce we have had many customers who have gone to dyno jet dynos and their results are much higher than on our dyno. Here is an example from today

http://www.evolutionm.net/forums/sho...d.php?t=245304

For myself it is easier to just try and get our numbers close to a Dyno Jet value which most of the USA population is familar with. This does not mean that everyone has to follow my approach. I dont like telling every customer "this dyno reads much lower than a Dyno Jet" This way the number represents what I feel is a fair Dyno Jet approximation - yet with all the advanvced resolution and tuning features of the superior Dyno Dynamics.
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Old 01-14-2007, 01:04 AM   #23
Drac9
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The "real number" is the number that corresponds to the correct trap speeds at the track given the weight of the car. From my experience the uncorrected dyno dynamics dyno gives those numbers.

It's interesting to see the departure from what you said in this thread:

Quote:
I can promise my customers :

This dyno has factory settings and certification

I will never set the air temps above the rooom air temp

Correction factor adjustment is NOT used AT ALL

Thanks
Quote:
I can attest that any customers who come to me will only get real accurate and un corrected numbers
and

Quote:
Originally Posted by Dyno Flash View Post
NONE - we printg them staight up with no additional correction
http://forums.nasioc.com/forums/show....php?t=1121498

All from that thread. So just to be clear exactly how much are you now promising to correct all the numbers by?
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Old 01-14-2007, 11:50 AM   #24
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Quote:
Originally Posted by Drac9 View Post
The "real number" is the number that corresponds to the correct trap speeds at the track given the weight of the car. From my experience the uncorrected dyno dynamics dyno gives those numbers.

It's interesting to see the departure from what you said in this thread:





and



http://forums.nasioc.com/forums/show....php?t=1121498

All from that thread. So just to be clear exactly how much are you now promising to correct all the numbers by?
To respond to your comments

When we first got the dyno we were running it with zero correction

After everyone was complaing how high the numbers were I decided to try and adjust the dyno to read very close to other local dyno jets

We are still on the low side of what a dyno jet would read - for example the customer I posted about above who came in yesterday with a IX that made 299 onm our dyno and 320 on a Dyno Jet.

I would rather be on the low side of a Dyno Jet but still closer to a dyno Jet number than what most people are used to seeing from a Dyno Dynamics

Recently, I have made a lot of changes in the dyno adjustments

A few are - we are running in 4th gear now instead of 3rd and we are using more load

In any event, we are progressing towards having the dyno load very accurately to a real driving road load and also trying to get it to read a number close to a dyno jet

The purpose of having a fully adjustable dyno is to adjust it to get the best tuning result possible
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Old 01-14-2007, 12:30 PM   #25
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Why would you even attempt to adjust your correction to compare it to other local Dynojets? It's still pointless. As Adam has asked, what does a stock STI put down on your dyno with that same correction factor? That will give a better idea of how much, if any, your numbers are inflated by.
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