This thread is a blast from the past part 2!
Thereís probably a 50 page thread from when we first launched the TVS1320 kits more than a decade ago hanging out blower efficiencies, airflow, etc, etc...
A dyno thread is fun, but hardly scientific once it goes to a forum. There are simply no controls put in place in forum land. There are so many variables from dyno to dyno, that itís simply a fruitless exercise to take seriously. Even dynojets, which are among the most consistent from facility to facility, can wear or have dragging brakes, etc... tire pressure, ambient air temps, actual IATs (post Intercoolers), engine temp, engine bay temp, trans temp all influence the numbers on the screen a lot.
As for engine mods, weíve been through head porting to the moon and back. Thereís just not that much power there. Some, yes, but not a ton. Our heads are all CNC port patched to the gaskets which helps at the margin... Itís not to say that aggressive porting doesnít help, but it certainly doesnít do wonders. The valves are already as big as they can get and the stock runners are by far not a disaster. Keep in mind you have a 1.8L making 190hp NA. If that were a Chevy SB 350, it would be a 600hp motor all else equal. Itís a very efficient motor, which means the head porting is quite good stock....
On the blower front. Once you go forced induction, heat saturation level is HUGE. HUGE. HUGE. HUGE variable. A dyno plot without ECU IATs post blower is meaningless. If an exige comes in hot off the street, parks, allows the IC to soak up those toasty engine bay temps, and then goes for some pulls, the results will be lower. Conversely, dyno that same exige the next morning, and pull #3 or #4 will likely be the best pull it will do. The trans gets warm, oil gets hot, and the IC hasnít got hot yet... the little car will do great on the screen and the customer happy compared to the prior scenario.
On the M45. It will not make 300whp on a dynojet short of having nitrous. Race gas doesnít help much because the boost is too low, so thereís not a ton to be gained with timing. That said, the M45 is by far the most prolific combo to blow up from Lotus. Thereís no post blower IAT compensation and just a touch of spotty gas will detonate and ďblow the welds on the intake manifoldĒ lol (fast and furious for those who take life too seriously
On the M62, main issue I see with them is boost. The BPVs are pretty substandard and tend to bleed boost. If two exiges are identically prepared or close to it and they have varying results with similar controls for temperature in place, itís very possibly a leaky BPV... I always recommending normalizing tire pressure, to log boost, IAT, and AFR on the dyno so you have some concept of what the changes youíre making are doing vs the conditions. SAE corrections are a tiny piece of the pie. A SCíd car needs nothing like the amount of a fuel a turbo car does. People run them too rich and leave power on the table while consuming too much gas.
As for who can tune these cars. Dimsport can be used to tune these cars, but the templates are simply wrong and simply incomplete... and not by a little bit. Itís that simple. We have the Dimsport device and it collects dust. Every customer or shop Iíve seen who claims to be able to tune the ECU uses it and the operation of the ECU is compromised in every single case after itís touched with Dimsport. A good operator can build their own dimsport templates. Weíve done it. It takes 100s if not 1000s of hours, and a car, and a dyno and the requisite logging tools to verify the templates you built do what you thought that would. Thereís a company in Germany that ďdabblesĒ with tuning the ECUs outside of Dimsport, but thatís all they do, is dabble... We have the only editor that can actually control the tables that NEED to be able to changed for proper running of the car. Iíve posted table comparisons in other threads over the years to illustrate what Iíve just described.
In the end, I only care to keep misinformation at bay. Whether someone chooses our services or someone else isnít really of great concern. Iím/weíre plenty busy and prefer to remain high quality and low volume rather than the inverse.
With all that said, Iím sure what I just wrote is TLDR!
Party on, Phil