Anthony@FFtec
Vendor
- Joined
- Nov 22, 2014
- Threads
- 10
- Messages
- 131
- Reaction score
- 156
- Location
- Bay Area CA
- Vehicle(s)
- IS300
- Thread starter
- #1
On a whim, today we took the opportunity to strap our MEB onto a friends Dynojet 
. We were having some issues with tach pick-up, and it is reflective in the dyno plot vs. Engine RPM. As such, plots against speed are also shown.
All tests were performed in 4th gear, near back to back.
At ~24PSI we were able to make 410HP uncorrected. With the .98 SAE correction factor (and smoothing) we were brought back down to 403HP. We have currently opted to mitigate overall TQ output on the chassis, but keep in mind we have taken the TQ well (and we do mean WELL) into the 400's; more information on that to come later :clap2:.
All these tests were performed without calibration changes between them. We just allowed the OAR do do its thing as it learned the octane rating of the freshly pumped fuel. The 91ACN that was in the car (and still some remnant of) never seems to yield consistent/comparable results; as most of you know.
The car is currently configured with a small frame BW EFR turbocharger. This is a T4 twin scroll turbo that has an internal wastegate. Our turbo manifold does retain the cylinder divides, keeping the system 100% true to its OE twin scroll design. The chassis is also equipped with our EcoCore intercooler, and calibrated using a COBB Accessport by our team of calibration specialist.
Chassis setup breakdown
Here are the results. All SAE corrected with a smoothing factor of 5:
The original calibration was performed on 91ACN, and the fuel forces us to "proceed with caution" at every step. After seeing these plots for the first time on a DJ, we plan to make some revisions and hit the dyno again soon!
. We were having some issues with tach pick-up, and it is reflective in the dyno plot vs. Engine RPM. As such, plots against speed are also shown. All tests were performed in 4th gear, near back to back.
At ~24PSI we were able to make 410HP uncorrected. With the .98 SAE correction factor (and smoothing) we were brought back down to 403HP. We have currently opted to mitigate overall TQ output on the chassis, but keep in mind we have taken the TQ well (and we do mean WELL) into the 400's; more information on that to come later :clap2:.
All these tests were performed without calibration changes between them. We just allowed the OAR do do its thing as it learned the octane rating of the freshly pumped fuel. The 91ACN that was in the car (and still some remnant of) never seems to yield consistent/comparable results; as most of you know.
The car is currently configured with a small frame BW EFR turbocharger. This is a T4 twin scroll turbo that has an internal wastegate. Our turbo manifold does retain the cylinder divides, keeping the system 100% true to its OE twin scroll design. The chassis is also equipped with our EcoCore intercooler, and calibrated using a COBB Accessport by our team of calibration specialist.
Chassis setup breakdown
- FFTEC Turbo System -- Utilizing a small frame BorgWarner EFR turbo
- FFTEC EcoCore intercooler
- FFTEC Chargepipe system
- FFTEC Intake System
- FFTEC Downpipe
- FFTEC Exhaust System
- Custom Accessport calibration by FFTEC's Calibration staff
Here are the results. All SAE corrected with a smoothing factor of 5:
The original calibration was performed on 91ACN, and the fuel forces us to "proceed with caution" at every step. After seeing these plots for the first time on a DJ, we plan to make some revisions and hit the dyno again soon!
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