my osiris tune, pretty happy with the gains.
my osiris tune, pretty happy with the gains.
Just to add to the database of Osiris tune results...
Car is a 2006 6MT G35 coupe. I have a few bolt on mods, which I'll detail later. Tuned by Church automotive in Socal. I won't get into the "but their dyno reads high issue." I'm just looking at the gains.
FWIW, my 2003 5AT coupe dynoed 278 there at one point, and in the same configuration, dynoed 258 SAE corrected at another shop's dynojet. I've heard that if you really want to compare the absolute numbers, take 8% off the Church number to get an approximate dynojet number.
I exported the data into excel so that I had a easier time comparing the runs.
Out of interest, I added data that I had from another stock revup that ran on their dyno a few years ago. I'm pretty happy with the gains, and for $550, it's probably the best bang for the buck mod that I've done. 17.5 horses at peak and 22.77 gain at around 6200.
Most of the gains were made with adjustment of the intake cam timing. Pretty much no change adjusting the exhaust cams and air fuel ratio. However the engine is smoother.
Mods are:
JWT popcharger filter with Stillen intake box
Grubbs one piece intake tube (incorporates the MAF housing).
Slightly bored TB
polished upper and lower NON revup plenum with mild porting, everything port matched from TB to intake side of heads.
Crawford headers, jet hot coated
XYZ Y pipe
3" Japtrix B pipe
UR crank pulley
Engine is a V2 replacement for oil consumption, with approx 13K miles on it.
Running stock cats and stock muffler with a reducer cone going into the stock muffler.
I really like the ability to change between the 5 maps, more than I thought that I would. I'm running a fuel economy map for now to see if it's any better with my daily commute.
Car is a 2006 6MT G35 coupe. I have a few bolt on mods, which I'll detail later. Tuned by Church automotive in Socal. I won't get into the "but their dyno reads high issue." I'm just looking at the gains.
FWIW, my 2003 5AT coupe dynoed 278 there at one point, and in the same configuration, dynoed 258 SAE corrected at another shop's dynojet. I've heard that if you really want to compare the absolute numbers, take 8% off the Church number to get an approximate dynojet number.
I exported the data into excel so that I had a easier time comparing the runs.
Out of interest, I added data that I had from another stock revup that ran on their dyno a few years ago. I'm pretty happy with the gains, and for $550, it's probably the best bang for the buck mod that I've done. 17.5 horses at peak and 22.77 gain at around 6200.
Most of the gains were made with adjustment of the intake cam timing. Pretty much no change adjusting the exhaust cams and air fuel ratio. However the engine is smoother.
Mods are:
JWT popcharger filter with Stillen intake box
Grubbs one piece intake tube (incorporates the MAF housing).
Slightly bored TB
polished upper and lower NON revup plenum with mild porting, everything port matched from TB to intake side of heads.
Crawford headers, jet hot coated
XYZ Y pipe
3" Japtrix B pipe
UR crank pulley
Engine is a V2 replacement for oil consumption, with approx 13K miles on it.
Running stock cats and stock muffler with a reducer cone going into the stock muffler.
I really like the ability to change between the 5 maps, more than I thought that I would. I'm running a fuel economy map for now to see if it's any better with my daily commute.
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