Thanks Unhingd, it's been a pleasure working with you and we look forward to honing the low end and midrange with your assistance in the very near future. V6 owners this is 95%+ of what an upper pulley and ECU remap will do for you. Please note that installing even the mild 60.5mm upper we pair with the V8s, will force the ECU to limit power/torque unless you also have a comprehensive ECU remap to eliminate limitations in the stock ECU mapping.

The first two uploads are stock vs VMax ECU tuned with 60.5mm Upper S/C Pulley. As you can see we hit a max boost figure of 17lbs at 6150rpm, which confirms Unhingd's findings that a lower crank pulley to generate more boost isn't necessary unless one adds a freer flowing exhaust.

After 3000rpm the gains and area gained under the curve are massive and even surprised us starting with a "S" model. Using the 15% DT loss number (manual trans, rwd, front engine) determined prior we hit 427HP/407lb/ft SAE at the crankshaft. The 100rwtq gain at 6500rpm is something even my wife would notice

As you can see from the 3rd vs 4th uploaded charts, boost gains are limited by the ECU unless paired with a comprehensive ECU remap--compare the boost in PSI without ECU tune to the 2nd upload showing the same 60.5mm upper pulley paired with our ECU remapping.

The same ultimate HP/TQ numbers are achievable whether starting with a V6 or V6S model. Pricing is the same as the current sale price for forum members with V8 cars, $1000 for the ECU remap and $150 for the upper pulley + shipping.

Please PM or email sales.vmaxtuning@gmail.com for additional information or with any questions.

Thank You

 

Wow . . . I'm now very impressed.

So what could I expect on a base with just tune?

 

We have tuned four local V6 cars but none had done a before dyno pull (so we didn't ask them to do an after). Pulley + ECU tune gains will be the same as V6S cars, and the vast majority of the total gains are from the ECU tuning (as in the V8 cars). It would be interesting to see if the OEM ECU tune is limiting the power/torque with the stock pulley in place--this is likely the case as the change in pulley diameter on Unhingd's car isn't enough to in and of itself gain as much boost as his car did post tune. To answer your question and educated "guess" would put it around 410HP tune only (no 60.5mm upper SC pulley) on 93 octane.

Also, we are looking for an F Type owner (V6, V6S, V8, whatever) to send their ECU in to us to bench flash vs OBD tune. We believe via bench flashing we can once and for all completely eliminate the chance of aftermarket tune detection via the dealers SDD tool. We would need said Jag owner to verify via a "friendly" dealer post tune.

Thank You
VMax

 

Thanks, that'll work!

 

Also, what would the torque gain be (educated guess)?

 

390lb/ft+.

Thank You
VMax

 

Impressive - in a good way.

 

Just out of curiosity, what's up with those crazy AFR numbers above 6K rpm? I assume those data got corrupted somehow, but I wonder what AFR really was at that point.

 

We command A/F ratios at WOT so I can tell you they are in the high 11s at that point. More than likely the sensor used on the dyno fell out of the tailpipe, Unhingd may be able to verify this.

Thank You
VMax

 

Thanks, the more I study, the more impressive those numbers are across the board. The most impressive thing is how much broader the high torque band is now.

 

Thank you. We were impressed in how much the S models had left in them, and in the fact that the blown V6s make as much or more HP than the new Porsche 3.0L TT/DI F6s in S trim. As you said area under the curve is solid, torque is more a plateau than a peak (as it should be), and these cars are proving to be highly impressive with minimal modifications.

 

I can confirm that. We had the probe attached to a massive 2 or 3 ton rated jackstand and the exhaust pressure kept pushing the jackstand out of reach despite it being weighted down with a 2 pound hammer. In fact, on the first test run, the jackstand got blown over.

The flare on the V6 exhaust tip makes it difficult to clamp the probe securely.

 

+1. The butt dyno can certainly verify that result. Immediately after the tune, I noticed the throttle response was a bit inconsistent throughout the throttle range. After about 30-40 miles of dynamic learning and that smoothed out very nicely. The engine now seems to run more smoothly than with the OEM tune at any engine speed and the exhaust sound is taken to another level. The only downside is that the tune further underscores the shortcomings of the clutch. The AT cars will love this tune.

 

Now that it's January in this part of the world, my butt dyno is telling me I have 500 ft lbs. of torque on PZeros w/ pavement temps in the teens. :-)

 

Naahh, that's the tire smoke dyno. The butt dyno is calibrated by the effort it takes to remove your butt from the sub-woofer after a run.

 

VMax, I have been pondering these numbers and it hit me that the drive train losses for torque should be substantially less than for horsepower. Both you and I were using the assumed 15% drive train loss to calculate numbers at the crank.

Here is a "redo" of the peak numbers.
crank ---------whl ---crank--d.t. loss
stock hp : --- 380 ---318 ---16.3%*
stock tq : ----339 ---325 -----4.0%*

1/11 tune hp: 435* -365
1/11 tune tq: 361* --347

*calculated

 

Unhingd,

HP and TQ DT loss is a constant variable, it's always the same for both metrics.

15% is industry standard for a RWD, Manual Trans/Front Engine layout vehicle.

Using the OEM figures to calculate DT loss will lead to erroneous data as all manufacturers less those using SAE certified crank numbers are and have been underrating HP/TQ numbers for some time.

Thank You
VMax

 

VMax,
Thanks for the clarification. I'll be back in touch with you this afternoon after the next dyno run.

 

NP and thank you, sounds good!

 

Out of consideration for the cost of dyno time and the fact we were seeing diminishing returns on the tuning tweaks, I decided to stick with the tune from Monday night. On that tune we also confirmed the accurate A/F ratios by inserting a threaded probe into one of the threaded bungs on the tailpipe. They all stayed nicely within the 11-12 range.

I am certain, with adequate dyno time that VMax could have wrung additional performance out of the engine, but with the clutch issue, there is limited value at this time. After completing a few other projects (clutch, short-shifter, etc.), I may take another crack at tuning with L.T. headers and an overdrive pulley.