MREV V2 Independent Dyno Tested on Bone Stock 287HP Motor (Wired 24/7's 05 Touring)
05-21-2006, 12:28 PM
#161
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Originally Posted by bosssho
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, 01:00 PM
#162
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Originally Posted by amG35
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.
05-21-2006, 01:02 PM
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Originally Posted by 3hree5ive0ero
Uh.... the parts where I bolded seem wrong.. For manual transmissions, you're supposed to dyno them on 5th gear. For auto tranny, 4th gear is the correct gear to dyno in.
05-21-2006, 04:35 PM
#164
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Hm.. so you're saying that manuals dyno in 4th gear and autos dyno in 3rd? Never heard that. Maybe we could get a third party chime in? No offense to you as well and none taken. Just trying to clarify things, not argue.
05-21-2006, 05:07 PM
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Originally Posted by 3hree5ive0ero
Hm.. so you're saying that manuals dyno in 4th gear and autos dyno in 3rd? Never heard that. Maybe we could get a third party chime in? No offense to you as well and none taken. Just trying to clarify things, not argue.
That's the internet sometimes though right.
I took no offense. I knew you were just trying to get to the bottom of it, which I think we have w/ssgohan434's chime in. Take it easy.
05-21-2006, 05:54 PM
#167
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M/T..................A/T
1st 3.794.........3.540
2nd 2.324.........2.264
3rd 1.624.........1.472
4th 1.271.........1.000
5th 1.000.........0.834
6th 0.794...........N/A
1st 3.794.........3.540
2nd 2.324.........2.264
3rd 1.624.........1.472
4th 1.271.........1.000
5th 1.000.........0.834
6th 0.794...........N/A
05-21-2006, 07:25 PM
#169
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Originally Posted by OCG35Coupe
M/T..................A/T
1st 3.794.........3.540
2nd 2.324.........2.264
3rd 1.624.........1.472
4th 1.271.........1.000
5th 1.000.........0.834
6th 0.794...........N/A
1st 3.794.........3.540
2nd 2.324.........2.264
3rd 1.624.........1.472
4th 1.271.........1.000
5th 1.000.........0.834
6th 0.794...........N/A
bossho - try and see if there's a difference in your hp/tq in 5th gear and tell us the update. and yes, it is said that we have to add such sidenotes to avoid unintended e-fights.. oh well
05-21-2006, 08:45 PM
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ok, i read through this thread starting from page1, i currently have an ssv manifold on although would like to put the mrev version2 lower plenum on with the 5/16" spacer. i have a utec so i can tune it.
i still have my stock lower collector, am i able to send this to motordyne and get it modified to an mrev v2??? im in Aus so this could be difficult. or will the mrev v2 be available to purchase on the motordyne web site soon enough, to avoid sending mine in???
thanks Aaron
i still have my stock lower collector, am i able to send this to motordyne and get it modified to an mrev v2??? im in Aus so this could be difficult. or will the mrev v2 be available to purchase on the motordyne web site soon enough, to avoid sending mine in???
thanks Aaron
05-21-2006, 09:22 PM
#172
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uh.. thas not exactly how it works..
You order the MREV2 from MotorDyneEngineering.. they send you one, and if you have the 287hp engine and you would like a core refund, you send in your original lower collector to get part of your money back.. Go to motordyneengineering.com for more info or PM tony (Hydrazine)
You order the MREV2 from MotorDyneEngineering.. they send you one, and if you have the 287hp engine and you would like a core refund, you send in your original lower collector to get part of your money back.. Go to motordyneengineering.com for more info or PM tony (Hydrazine)
05-22-2006, 04:58 AM
#174
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Tony,
I need to know/authorization from you if I can get a Dyno credit if I provided you with my Dynco results.
Current mod: Popcharger & Nismo exhaust - 1st Dyno run
Update mod: MREV2 - 2nd Dyno run
Update mod: 5/16" spacer - 3rd Dyno run
I need to know/authorization from you if I can get a Dyno credit if I provided you with my Dynco results.
Current mod: Popcharger & Nismo exhaust - 1st Dyno run
Update mod: MREV2 - 2nd Dyno run
Update mod: 5/16" spacer - 3rd Dyno run
05-22-2006, 10:02 AM
#176
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Thanks Tony
Anyone in N Dallas who purchased the MREV2 get it installed yet? If so, where? & how much?
Jotech quoted me $150 for 5/16" spacer & MREV2 installation (at one time), but if you do individual installation for Dyno purpose...they charge $150 for each part installed. Ouch!
Anyone in N Dallas who purchased the MREV2 get it installed yet? If so, where? & how much?
Jotech quoted me $150 for 5/16" spacer & MREV2 installation (at one time), but if you do individual installation for Dyno purpose...they charge $150 for each part installed. Ouch!
05-22-2006, 10:19 AM
#177
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I got the MREV2 installed.. it's been 3 days.. i did the installation myself so i didn't have to pay anybody..
if i were you, i'd just do the istallation myself.. it's not that bad.. quite easy.. just time consuming i'd say
if i were you, i'd just do the istallation myself.. it's not that bad.. quite easy.. just time consuming i'd say
05-22-2006, 04:43 PM
#179
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It took me about 2.5 hours to do.. but that's because I was cleaning the plenums during my installation time.. you're going to need some tools.. i had to go buy a torque wrench and a 4mm socket.. it cost me a pretty penny too.. I live in North Dallas area
05-23-2006, 07:13 AM
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Originally Posted by Mr_pharmD
4th might be 1:1 in AT but most of the time everyone will dyno it in 3rd.
Again, 4th gear saw my Max HP go down about 7RWHP, but my RWTQ went up 3 clicks.
To the guys on the fence on installing an MREVV2...it's not bad...my install was about 3 hrs, broken up over an hr at a time b/c I was doing other things...and I did the isothermal gasket and TB by pass valve too...and with the Crawford Plenum that I had to retap a hole for in the back so I would say a straight MREV V2 install should be under 2 hrs easy.