EMC was gratious enough to loan me some space to put this.
This was the car first time on the dyno. It was a very safe tune From Nick G.
Lots of fuel, not a lot of timing and only 5psi. I was quite happy with this base. The car is still evolving and Nick G of Technique Tuning has done an awesome job. More to come.
http://www.rallyroad.net/images/Dyno/WalkerBoostRun.mpg

so this was just currently, it's still in the process of being tuned? Looks good so far, i hope i can do the same here pretty soon.
Sorry, im sure you've posted it up before, but can you give some info on your setup?

Whoo are you saying that at 5 psi you made 335 rwhp :)

What exhaust are you using as it sound very quiet is it from Emc ?

very nice numbers, that is a good question how is your exhaust so quiet? i hope to be making numbers like too eventually all though i'll have to fun a few more lbs then that to do it :devillook

Tom

My car is actually much quieter than that. The city of Trussville was getting complaints about the noise at my buddies dyno so the doors where shut...front and back. The exhaust is a 3" down pipe that I made that hooks into my AA exhaust. Like this.

Ok Drifto I also have basically the same setup and my car is so quiet never thought I would say that. When I rev my car on wot I can hear more engine noise than exhaust. :)

Ok wot under a bridge sounds like a F1 car. :)

Within the next two weeks moving my mid section to the rear drop the AA muffler and add another magnaflow in the middle like Emc setup. :)

Just hope that I dont get the booming sound at low rpm and idle like in Emc video as he says it does not sound like that compared to the camera.

Can you post some specs of your setup?

Beautiful horsepower curve... very nice :)

Boris

Nick G software
EMC motor mount
t3t4 turbo(60-1 compressor, stage3 turbine .82a/r turbine housing)
Turblownetics manifold
Spearco i/c with customs end tanks Core measures 24x7.9x3.5
Custom i/c pipes. 2.5" ito i/c, and 3" out to Throttle body.
3" down pipe into AA exhaust.
Turblownetics Deltagate. Not my first choice but I had it lying around an it works perfectly.
Ford motorsports 42lb/hr injectors
Walbro 255ltr/hr pump. If you do this, buy the kit for a Taurus SHO it has a very similar pump sock. It has the same angle as the BMW one.
Fuel pump has big wire mod.(Big wire to relay, big wire from relay to pump, factory pump wire turning relay on.) This mod yeilds 14v at pump
ODBI intake manifold
Greddy type R BOV
Stock MAF being blown through.
Unorthodox underdrive pulleys
SPEC stage 2 clutch. Stock engagement and holds like crazy.
All fabrication was done by myself.

Drifto, about the Spec Stage II clutch, have you abused it from standstills? Meaning: If you try to do the best first gear launch for a 0-60, you'll probably end up slipping your clutch a lot in order to avoid tire spin.... how does it stand up to that? How does it hold in subsuquent gears after such abuse?

Thanks,

Boris

Drifto are you blowing through the HFM and not sucking the air through??

Why ??

drifto, your setup looks real clean.

Time to ditch the maf and go to the tec III :)

The SPEC clutch has been to the drag strip before the turbo and it will bark 3rd after a launch. That being said, I have not tried to launch it with the turbo on the car. I would assume that any type of hard launch would only result in tons of wheel spin since anything over 2500rpm did that with no turbo. I do know that after shifting to second and spinning the tires to the rev limit(quite fun) I went for third and found 5th. It bogged the car immediatly. I guess that means the clutch will take abuse.
I'm blowing through the MAF because of no space to run an adequate inlet pipe and it's much more simple and Nick loves a challenge :rolleyes:

>Ok Drifto I also have basically the same setup and my car is so quiet never thought I would say that. When I rev my car on wot I can hear more engine noise than exhaust<<

Is it true that the turbo cars are often quieter than SC cars, cause the turbo prop helps break up the exhaust pulses, or something like that?

yes, turbo cars are much quieter than SC cars (exhaust noise)

Paul listen to my car I posted a link courtesy of Emc then (man) :) and this is with no cats or stock center resonator.

A free flow magnaflow 3.0" in and dual 2.5" out straight in and out into a AA exhaust.

If you listen my damm car is as quiet as a stock na M3. :)

On the road I can only hear the exhaust if I drive beside a wall or under a bridge. :)

That is very very nice! 5PSI is looking good as ever there!

What I don't understand is that I have a turbo kit for sale. Nick G. told a buyer that he would NOT tune the kit. I figured that it is because the kit has the HFM located just before the TB in the stock location. Well, you have that same location with your's so I am confused. I did see your other post when you just got your piuping back that was jet-hot coated. You got some flame for the HFM location. No flame here at all. I just hope Nick G. can chime in & say why he won't tune for my old setup but will for this one. I even offered to change the HFM location to before turbo & maybe change it to the 540 or larger HFM if needed.

You are stoked that he tuned it! Congrats! Sounds like that is all the power you want. Just you wait! Muhahahaha! :devillook

What I don't understand is that I have a turbo kit for sale. Nick G. told a buyer that he would NOT tune the kit. I figured that it is because the kit has the HFM located just before the TB in the stock location. Well, you have that same location with your's so I am confused. I did see your other post when you just got your piuping back that was jet-hot coated. You got some flame for the HFM location. No flame here at all. I just hope Nick G. can chime in & say why he won't tune for my old setup but will for this one. I even offered to change the HFM location to before turbo & maybe change it to the 540 or larger HFM if needed.

Tuning a system long distance can be a major PITA. Drifto has lots of instrumentation devices at his disposal, including a dyno, which is a necessity when doing something like this. And then there's the little problems that crop up which make you scratch your head wondering what's wrong. Your typical customer is NOT able to handle this stuff. If I don't get *exactly* the info I need for tuning, I can't do a proper job. Crap in = crap out, you know?

Then there are the design specs of the kit/car in question. There are some aspects of the Mechtech kit that I don't agree with. I feel that tuning such a kit reliably, and with repeatability, via long distance, is extremely difficult and not worth undertaking. Hope that answers your questions.

Tuning a system long distance can be a major PITA. Drifto has lots of instrumentation devices at his disposal, including a dyno, which is a necessity when doing something like this. And then there's the little problems that crop up which make you scratch your head wondering what's wrong. Your typical customer is NOT able to handle this stuff. If I don't get *exactly* the info I need for tuning, I can't do a proper job. Crap in = crap out, you know?

Then there are the design specs of the kit/car in question. There are some aspects of the Mechtech kit that I don't agree with. I feel that tuning such a kit reliably, and with repeatability, via long distance, is extremely difficult and not worth undertaking. Hope that answers your questions.

Of course they can fly you in for the right amount of $$$$$$$ right ?

Of course they can fly you in for the right amount of $$$$$$$ right ?

but of course :)

Tuning a system long distance can be a major PITA. Drifto has lots of instrumentation devices at his disposal, including a dyno, which is a necessity when doing something like this. And then there's the little problems that crop up which make you scratch your head wondering what's wrong. Your typical customer is NOT able to handle this stuff. If I don't get *exactly* the info I need for tuning, I can't do a proper job. Crap in = crap out, you know?

Then there are the design specs of the kit/car in question. There are some aspects of the Mechtech kit that I don't agree with. I feel that tuning such a kit reliably, and with repeatability, via long distance, is extremely difficult and not worth undertaking. Hope that answers your questions.

Thank you Nick. I understand. Well, I have been thinking of getting a E30 M3. I might just buy one & use a few components from the kit to turbo that. I mean the turbo is Turbonetics, the intercooler is Spearco & the BOV is Greddy.

How much would you charge for flying out? Just the cost of the flight, food & accomodations (beer not included)? How can you do all your DME stuff if you fly out? Does all that equipment fit into a suitcase?

Contact me privately if you want to discuss it further.

so you do not like tuning via dyno runs and graphs and revisions? What's a better option for you other than being there first hand?

so you do not like tuning via dyno runs and graphs and revisions? What's a better option for you other than being there first hand?

You might be able to tune WOT that way... but you couldn't get part throttle tuned. I saw how much work was involved to tune Paul... it "ain't easy" but when it's all said and done, it'll far exceed anything else out there.

Many people think they know how to tune... hell, I think I can. But what that means is I can basically dial in (on the dyno) the best WOT run I can. Well... what good is that when the rest of the time your car isn't drivable, or isn't as 'perky' as it should be, etc. Almost seems a waste.

Anyway, this is just my take... but GOOD tuning is hard to do.

Boris

EDIT: I forgot to mention... Paul's car feels almost as powerful at 50% or less throttle as it does in WOT. That should tell you something.

so you do not like tuning via dyno runs and graphs and revisions? What's a better option for you other than being there first hand?

Where did I say that?

In reality, doing WOT runs on the dyno will give you a picture of JUST wide open throttle. A dyno doesn't help you tune idle, cruise, tip-in, cold start, part throttle acceleration, etc. Some will say that a mustang dyno does allow that, and it does, to an extent. But a car on a mustang dyno still doesn't encounter the airflow and dynamics that it would as if it were on the street. IMO, you can't tune by just guessing where in the maps to change, and how much. You need proper instrumentation and a working knowledge of the system. That is what I was getting at.

Every tuner has their own way of going about their work. I've found a way that works for me and gives me results that I'm happy with. It involves datalogging several signals/values, under every possible operating condition, and then studying them and making changes accordingly.

95% of my tuning time is spent on the street doing part throttle and driveability. The last 5% is on the dyno dialing in the WOT power. If somebody approaches me for long distance custom tuning (where a complete remap or work from scratch is involved), and they don't have the proper datalogging equipment or the ability to diagnose their car if something is amiss, then I don't think the results will be ideal. And in that case, neither of us will be happy.

I am so sorry that I sorta started this! Nick G., you have my respect! If I decide to tune a car by you in the future, I will hire you to travel, whatever the costs, unless it exceeds standalone. Yes, ladies & gents, that's how good he really is!

>>Some will say that a mustang dyno does allow that, and it does, to an extent<<

Hey Nick.. ive heard some Dynojet operators tell me that with a certain dynojet brake option they can outfit their dynojet with, they can facilitate the same kind of part throttle tuning the Mustang Dyno can.. iS this just BS, or, is there any truth to it, from what you know?

yes Paul, it's true. Dynojet now has a loading option for their dynos.

Moderators aren't supposed to hijack threads ;)