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Originally Posted by Johnny Danger
Jake,
Now that its been revealed that the Techno Torque 2 does not provide any performance gains, in fact the results actually suggest that power was lost, do you have any suggestions on how to improve the oem plenum with another product? Or, should one simply put the original piece back on. Also, any thoughts on the IPD product ? At $ 1000 the price seems ridiculously high.
Johnny
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By no means am I saying anything here that will be more than neutral on the effectiveness of the TT2, because I have not yet evaluated the arrangement closely enough to fully understand it.
To do this I'll have to get a stock engine on the engine dyno and do lots of back to back evals gathering exhaust gas temps from each cylinder as well as single cylinder pressures while the engine is running with some new equipment I have just ordered for the lab.
Until I gather this data it'll be impossible to understand WHY the TT2 effects the engine either positively or negatively.
That'll be a while.. We don't touch many stock engines, in fact I have never built a bone stock engine! I'll leave that up to the "robots" at the factory :-)
JAAY's experience was just one example.. No one should base the TT2 or any other component on just one sample. JAAY's engine is obviously low on power for a 3.4, even with it's best output numbers.
And when the Dyno tech can't even spell Porsche or Boxster I'd question just how scientifically the data was gathered or how repeatable the dyno operator maintained the runs..
There is a lot to using a chassis dyno for back to back comparos with accuracy.. One must ensure the gearbox, coolant and oil temperatures are maintained between both samples. Its also important to ensure the engine has fresh air delivered to the intake and that the cell isn't contaminated by exhaust gas recirculation that robs oxygen from the engine (it doesn't take much to impact the numbers big time!)
Its also important that the car be strapped down exactly the same for both samples and that tire pressures are the same.. I go so far as prying the rear brake pads off the rotors before doing this type of work to eliminate brake drag losses that can be variables.
Then make sure the fuel in the tank is the same for both runs... On top of that you have to also do several runs and then average the results rather than just making two pulls and letting it go from there. I have learned that the best way to do these tests is starting the evals with coolant temps of 170F, then do run after run back to back until the coolant temps reach 210F and power falls off. This provides several samples across the range that can be averaged for the best results.
That said, a chassis dyno is not the tool to use for development and evaluation work. There are too many variables that exist and the work takes serious effort on behalf of the operator/ test administrator.
This work is all I do.. Assembly is my secondary objective.