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Spearco / Code3 FMIC and my Noelle ECU tune - performance gains
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08-25-2008, 09:33 PM | #45 |
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10-14-2008, 11:47 PM | #46 |
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Bump this great independent test results for the Code3/Spearco FMIC!
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10-15-2008, 11:38 AM | #47 |
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10-15-2008, 12:01 PM | #48 | |
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and congrats on almost 30 crank hp more with just a IC
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10-15-2008, 01:00 PM | #49 |
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The dyno has been done around 1500 feet with 95.5 octane AKI ( always used ) gas. Thanks, the car runs great and the Code3 / Spearco has absolutely no fitting issues.
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10-15-2008, 03:50 PM | #50 | |
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Also, I have an e92 with the Mtech kit so I am wondering if you know if there might be any fitment issues with this intercooler and the bumper or undertray that is part of the Mtech kit. Also I'd like to know if there is any cutting or modifications in general that are necessary with this unit? Thanks for the help...it looks like you guys have a great product, so more information would be very much welcomed!
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10-15-2008, 04:01 PM | #51 | |
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10-15-2008, 04:22 PM | #52 | |
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Here you go, here is our product release thread: http://www.e90post.com/forums/showthread.php?t=156745 Front bumper removal not required for the installation. Harold |
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10-15-2008, 04:25 PM | #53 |
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Are you happy with the SE panel filter? I was under the impression that mostly everyone on here with a "tune" are all running CAI's.
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10-15-2008, 04:35 PM | #54 |
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I currently put down ~ 360 whp / 365 wtq with the full stock exhaust. The filter might be a good compromise at my power levels. The intake I'd like isn't out yet .
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10-15-2008, 06:44 PM | #55 |
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Which intake is that?
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10-16-2008, 12:01 AM | #57 |
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10-16-2008, 01:08 AM | #58 |
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10-16-2008, 11:44 AM | #59 | |
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On a dyno you have next to no airflow over the IC (those puny fans generate about as much airflow as driving 20mph) so you are primarily testing the heatsink capabilities of an IC on the dyno. Putting a larger IC will therefore almost always show a gain on the dyno (until the heatsink advantage is counteracted by the increase in pressure loss). You can also install puller fans on your IC to get a nice dyno gain. That said on the street they generally hurt performance as the restrict airflow at speed more than they help (some people with stand alone ECUs shut them off at speed). Installing IC ducting will show little to no gain on the dyno but will translate to real world street gains as you have increased airflow across the IC. I'm not saying you won't see a gain on the street (you were likely beyond the airflow capabilities of the existing IC) but I highly doubt it will be to the extent you measured on the dyno. For those interested here is a good read on Intercoolers from the master himself, Corky Bell: Corky Bell IC FAQ |
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10-16-2008, 02:07 PM | #60 | |
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No offense, I think the power gains of exhaust components on the N54 are more and more questionable in case you have an upgraded FMIC already. You just can't add FMIC hp + DP hp + exhaust hp = target hp. Sorry for being halftopic . - Eugen |
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10-16-2008, 07:03 PM | #61 | |
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As an FYI, I recently switched to a *smaller* IC on my race car so I could get better placement to increase airflow. The result was a decrease in HP on the dyno (even more so in back to back runs with no cool down as the heatsink factor is lower) but I got a 3-5 mph increase in my top end speed of the front straight of my local road racing track - i.e. the car made more power in the real world. The real measure of an intercooler upgrade is the decrease in inlet temperature on the street - not the instantaneous peak difference but the average change in temperature. If you know the VE (volumetric efficiency), and the BSFC (brake specific fuel consumption) of the engine you can pretty easily calculate the impact of lowering the charge air temperature on hp. For my specific engine a 10*C intake temperature drop is worth 11whp on the Mustang dyno I tune at. I have an excel calculator I built that I can share with anyone who wants it that I used for turbo sizing that lets you play with the temperature and sizing parameters. You can also have a read of the turbo primers on Garrett Turbo's website: Turbo Tech Primer The other thing that big intercoolers do is increase the intake charge volume which increases throttle lag (not turbo lag which is different). This decreases throttle responsiveness which does however make it feel like the power comes on smoother (which it does) but that really isn't a good thing. Not be belabor the point, but for the optimal setup, you want the *smallest* intercooler volume that meets your airflow requirements (see the Bell Intercooler site for sizing ideas) in a spot where you can get the absolute highest airflow across the frontal area. I'm sure you are making more street power than you were before as increasing the boost has likely pushed the stock IC beyond its design range - I'm just very doubtful that you picked up the dyno measured 20whp on the street. (seriously it sounds like I'm being a dick but I had some time to kill and thought some people might find the above useful as it took me a long time and a lot of money to learn this) |
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