MREV V2 Independent Dyno Tested on Bone Stock 287HP Motor (Wired 24/7's 05 Touring)
05-13-2006, 12:41 PM
#141
Originally Posted by kamikaZ
I have an 03 w. intake, AAM spacer, headers, test pipe,cat back and utec tune. Interested in the lower collector and iso gasket. I will be having it tuned after install so i will have dyno results. Hows the install? Never took off lower plenum. Good instructions? Re-use oem bolts? thanks
The install seemed pretty easy if you know what you're doing (thanks Tony...), just have a friend standing nearby to hold stuff like the upper plenum.
The only part that might make you nervous is cutting the coolant line, but even that wasn't too scary if you clamp it off and know which line is which.
There are a few hoses that connect to the plenum, just make sure you get all of those back on.
Having the right tools helps a lot, especially the inch-lb micro torque wrench e.g. craftsman.
05-13-2006, 06:16 PM
#142
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Originally Posted by amG35
Good points. If I had an expert tuner closer to me in Florida, I would be off the fence and probably get the UTEC. Thanks again.
http://www.amtrak.com/servlet/Conten...Route&ssid=134
05-15-2006, 01:07 AM
#144
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[QUOTE=Hydrazine]
I know that amG35 has a Crawford plenum and is wondering if he will need a tune when he adds MRev2 but what about someone like me that doesnt have ANY plenum modifications adding MRev2. Will i need to worry about a tune or can i go on my way with Apexi Safc II??
Originally Posted by amG35
A few reasons including the $, finding someone to tune if I get UTEC or EManage, downtime if I go the Technosqaure ECU. In my situation the $122 MREV-2 is becoming a $1k+ investment. If I had the knowledge to tune with the UTEC or EManage, the decision would be easy. If you have any ideas, please let me know. Thanks.
One way to know if you need a tune or not is to install it on the dyno. I'll give you the same $100 rebate.
And as always, we have a money back guarantee. So if you don't like the results, simply return it for a full refund.
This way you don't have to worry about possible additional investment.
One way to know if you need a tune or not is to install it on the dyno. I'll give you the same $100 rebate.
And as always, we have a money back guarantee. So if you don't like the results, simply return it for a full refund.
This way you don't have to worry about possible additional investment.
05-15-2006, 11:03 AM
#146
Originally Posted by ssgohan434
Im not sure about this, but were there any pulls done of just the 5/16" spacer against the MREV2? I just went through this thread and didn't seem to find it.
05-15-2006, 11:04 AM
#147
[quote=Zincognito]
I know that amG35 has a Crawford plenum and is wondering if he will need a tune when he adds MRev2 but what about someone like me that doesnt have ANY plenum modifications adding MRev2. Will i need to worry about a tune or can i go on my way with Apexi Safc II??
The apexi should work very good for the applicaion.
Originally Posted by Hydrazine
I know that amG35 has a Crawford plenum and is wondering if he will need a tune when he adds MRev2 but what about someone like me that doesnt have ANY plenum modifications adding MRev2. Will i need to worry about a tune or can i go on my way with Apexi Safc II??
05-18-2006, 04:04 PM
#149
A properly tuned car with spacer, cams, full exhaust and stock 03 plenum will have power dropping off around 7200rpm.
Would the above + MREV2 continue to make power past 7200rpm when properly tuned?
Would the above + MREV2 continue to make power past 7200rpm when properly tuned?
Last edited by mchapman; 05-18-2006 at 04:33 PM.
05-18-2006, 05:37 PM
#150
The best comparison I've seen to date was a 287 plenum with only a spacer go as high as 7500 RPM. It was a first generation MREV with a reflash to 7500.
It had about a 6HP dip @ 6500 and then continued exactly parallel to the REVUP plenum.
It was quite interesting. My initial expectation was that it would continue to roll off but it kept going straight and parallel to the REVUP plenum line.
It had about a 6HP dip @ 6500 and then continued exactly parallel to the REVUP plenum.
It was quite interesting. My initial expectation was that it would continue to roll off but it kept going straight and parallel to the REVUP plenum line.
05-19-2006, 11:50 PM
#154
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Originally Posted by Zincognito
Umm.....that might take a while, lol. I gotta find a dyno where i can get this done. Too bad i dont live in Texas anymore, i would have gone to Jotech.
05-21-2006, 06:22 AM
#157
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Went to AAM in MD with my 05 5AT Coupe. As a comparison to base, I looked up some old G35 Driver Dyno results and what I found was that a 6MT Coupe would dyno in the neigborhood of 229+/- RWHP & 222+/- RWTQ and a 5AT Coupe would put down 227+/- RWHP & 216+/- RWTQ.
With my 05 and its Mods, Grounding Wires, Stillen/K&N/JWT CAI, ME MREV V2 with Isothermal gasket and TB Bypass Copper Coolant plate, Crawford V5 Upper Plenum, and a Stillen Cat back Exhaust and 2900 miles on the odemeter my car pulled 241.12 RWHP & a pathetic 215.61 RWTQ and was pushing 14.23 for an AF ratio b/t 5K RPMS and redline...the initial RPM AF ratio was low too, like Wired 24/7's Z.
After the dyno ran tunes were done, the AF ratio was made perfect and was running in the low to high 13s. The car put down 246.45 RWHP and a better, but still not what I wanted, 224.9 RWTQ. From what I am told the huge torque gains are simply attributed to the car not running so lean.
So let me stop and pause here to say I need to do a lot more testing and tuning b/c I need to see where I am losing torque. If you reread what I said the stock coupes are laying down for torque I am barely above that and not even equaling my old Sedans 229 RWTQ numbers and the exhaust was bone stock on that car which was also a 5AT. So I am going to mess around with the stock upper plenum and the MREV V2 and then maybe just the Crawford V5 and the stock lower collector...either way I need to be seeing around 240 at the wheels for torque...even if I sacrifice a hair of peak RWHP.
AAM was the first shop I have ever been to where I was not allowed to drive my car. While I understand them being safe, it doesn't give me 100% control of how the car is being driven on the dyno so you always have that what if factor going on in your mind...at least I do. This is not a negative against them in any way, but just for me, IMHO, not the way I like to dyno. Also of note is that AAM only ran my car up to an apparent 6300 RPMS or so which did not accurately show where my power dropped off b/c at this RPM the HP was still climbing or at least staying even. I know my snowmobiles make peak power from say 7200-8100 RPMS and then lose like 30% power so I wanted to see where my car did the same. So....
Yesterday, when I had 5 free seconds I drove up to NH and went to my buddy's Mustang Shop where he has the exact same dyno set up as AAM does. A Dyno Jet, using SAE corrections and a smoothing factor of 5. I did two back to back runs in 3rd gear which is what I am told AAM did, and both runs were nearly identical at 249.71 and 249.66 RWHP with torque coming in at 228.17 and 228.42...not equaling my old Sedan yet, but damn close. Also...my Sedan was run in 4th gear b/c that's what we were told to run the cars in way back then...so to do an apples to apples I did one more run in 4th gear and the RWHP dropped down to 242.74, but the RWTQ jumped up to 231.31 besting my old Sedan finally. It was 2 degrees cooler yesterday than on Thursday in MD, and it was 34% humid vs. only 20% humid in MD.
In conclusion, the tune was well worth it for several reasons, but I need to find out where I am losing roughly 10 lbs/ft of RWTQ.
I hope this helps some of you out there.
With my 05 and its Mods, Grounding Wires, Stillen/K&N/JWT CAI, ME MREV V2 with Isothermal gasket and TB Bypass Copper Coolant plate, Crawford V5 Upper Plenum, and a Stillen Cat back Exhaust and 2900 miles on the odemeter my car pulled 241.12 RWHP & a pathetic 215.61 RWTQ and was pushing 14.23 for an AF ratio b/t 5K RPMS and redline...the initial RPM AF ratio was low too, like Wired 24/7's Z.
After the dyno ran tunes were done, the AF ratio was made perfect and was running in the low to high 13s. The car put down 246.45 RWHP and a better, but still not what I wanted, 224.9 RWTQ. From what I am told the huge torque gains are simply attributed to the car not running so lean.
So let me stop and pause here to say I need to do a lot more testing and tuning b/c I need to see where I am losing torque. If you reread what I said the stock coupes are laying down for torque I am barely above that and not even equaling my old Sedans 229 RWTQ numbers and the exhaust was bone stock on that car which was also a 5AT. So I am going to mess around with the stock upper plenum and the MREV V2 and then maybe just the Crawford V5 and the stock lower collector...either way I need to be seeing around 240 at the wheels for torque...even if I sacrifice a hair of peak RWHP.
AAM was the first shop I have ever been to where I was not allowed to drive my car. While I understand them being safe, it doesn't give me 100% control of how the car is being driven on the dyno so you always have that what if factor going on in your mind...at least I do. This is not a negative against them in any way, but just for me, IMHO, not the way I like to dyno. Also of note is that AAM only ran my car up to an apparent 6300 RPMS or so which did not accurately show where my power dropped off b/c at this RPM the HP was still climbing or at least staying even. I know my snowmobiles make peak power from say 7200-8100 RPMS and then lose like 30% power so I wanted to see where my car did the same. So....
Yesterday, when I had 5 free seconds I drove up to NH and went to my buddy's Mustang Shop where he has the exact same dyno set up as AAM does. A Dyno Jet, using SAE corrections and a smoothing factor of 5. I did two back to back runs in 3rd gear which is what I am told AAM did, and both runs were nearly identical at 249.71 and 249.66 RWHP with torque coming in at 228.17 and 228.42...not equaling my old Sedan yet, but damn close. Also...my Sedan was run in 4th gear b/c that's what we were told to run the cars in way back then...so to do an apples to apples I did one more run in 4th gear and the RWHP dropped down to 242.74, but the RWTQ jumped up to 231.31 besting my old Sedan finally. It was 2 degrees cooler yesterday than on Thursday in MD, and it was 34% humid vs. only 20% humid in MD.
In conclusion, the tune was well worth it for several reasons, but I need to find out where I am losing roughly 10 lbs/ft of RWTQ.
I hope this helps some of you out there.
05-21-2006, 09:49 AM
#160
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bosssho, thanks for the info. Did you install some type of ECU management like UTEC or eManage? If not, how did AAM tune your G and get the AFR down in the low 13s? Thanks again.