****...120 to the wheels is pretty good! thats LESS then a 15% decrease in power! manual or DCT? What gear did you do the dyno in? what kind of dyno was it?


that also shows the 6750 redline.

 

Manual
4th gear
750 miles on the car

 

what kind of dyno? dynojet, mustang...

 

****, that's better than my first car when I was 16...a 1974 Plymouth Duster with a slant six...lol.

 

Dynojet 224

 

Awesome, thanks for the graph! Pretty big torque jump at 2800ish. Certainly explains the "slow off the line" feel, but it picks up pretty good after that.

 

its probably around there that the intake manifold goes over to the shorter runners...it might also depend on throttle position too when it goes to the shorter runners. I'll have to take a closer look..might be vacuum based

 

Not bad at all. I wonder if they aren't optimizing the cam timing until then. They may just run a default of some sort up until then under WOT. I wonder if cam timing is also what's causing our 1st-2nd momentary loss of power too...

 

^ nah...the CVVT is for emmissions only(so they dont have to use an egr valve)...i would be very surprised if it made a power difference. Maybe a couple but nothing big.


the 1-2 shift is a computer thing. they are probably holding back the throttle for the second or two...it happened on the gen coupe as well. ENOUGH people bitched and they put out a reflash for it...hence why i have my thread opened up. I'm just trying to organize the bitching. haha

 

I see two issues with my MT... 1) the hesitation you speak about above, 2) I can feel very noticeable surging in the first three gears. It is definitely present below 3k rpm. I intentionally tried 3rd gear starting at about 1200 rpm with light throttle and it surged for the duration when I shifted out at about 2200. It is not noticeable in fifth and sixth gear. I'm not sure about 4th.

 

I'm going to have to disagree with the cvvt not having any affect on power...true it does negate the use of egr, but egr is only used to cool the combustion chamber due cruise conditions to lower nox emissions. The ability to constantly control valve timing events provides means to control lobe separation angle(overlap) at all engine speed and load conditions... Thus providing the very linear torque curve.... At low engine speeds it is beneficial to advance cam timing events... And with higher engine speeds it is beneficial to retard cam timing.... This provides q compromise that eliminates a peaky powerband where the cam profile and timing are engineered for A specific rpm range for power production.
I'm going to do some testing with the variable intake manifold... The engineering press release for this engine stAted that it runs short runners at the low end... Long in the middle and short at the high end... If that is true then making it run on the long runners on the bottom would pick up some torque... I'll keep you guys posted


Sorry for the grammar ... Posted from my iphone

 

Cam timing makes huge differences throughout the power band. They wouldn't spend so much R&D to get VVT running if it was just for EGR as an EGR would be cheaper. Adjustable cam timing is no joke because you can screw things up in a hurry if it's done wrong, so I'm sure they spent lots of time and money testing the system. When you can control when the intake and exhaust cams open, and when they open in relation to each other, you can gain huge amounts of efficiency.

Just a few degrees in cam angle change at various RPMs makes an immense difference.

For example, my IS300 is VVT on the intake side only. A lot of guys buy an HKS adjustable cam gear for the exhaust side and have proven 10 WHP gains by retarding the exhaust cam 5 degrees and more with supporting bolt-ons.

 

A tune needs to raise the rev limiter as the car is still making power at redline.

 

CVVT is indeed a powermaker. I have variable cam timing on my Subaru engines and it makes a fantastic difference. I really hope some big name companies get in on tuning the Velosters. I'd love to do some of my own tweaking as I have tuned a lot of Subaru engines.

Nice flat torque band, and I have never seen such a linear power band before either, ha.

 

ok....i dont think you guys understand CVVT or the reason behind it.

i'll post a thread about the CVVT in this car.

 

I know how CVVT works. Yes, retarding the exhaust cam helps recirculate exhaust gases thus eliminating the need for and EGR, but under WOT, the primary concern isn't emissions, it's making power. They can adjust cam angles throughout the RPM range to optimize power output.

CVVT wasn't designed solely for emissions reasons, it was to increase efficiency, increase power output, and decrease emissions. CVVT provides an all-in-one package. They wouldn't be getting 138 peak HP out of 1.6 liters if there was no CVVT.

 

Those are some solid results

 

Thank you for the dyno

 

the 1-2 shift is a computer thing. they are probably holding back the throttle for the second or two...it happened on the gen coupe as well. ENOUGH people bitched and they put out a reflash for it...hence why i have my thread opened up. I'm just trying to organize the bitching. haha

Glad to know its not just my Veloster doing this.

 

I may have to run mine on my friends mustang dyno just for laughs sometime. I would assume it would be right around 100whp.

 

Definitely want can't wait for some I/E aftermarket goodies to pop up! That will definitely bump up the HP and will most likely bump up the mpg's as well since its not fighting to breath. The car has alot of promise!