Competition, finally. While I suspect that as it is with most tunes the upper safe limits will keep gains relatively similar to Komo-Tec it will be nice to see what happens with the price and service.
Komo-tec (as do most European tuners) rate there Hp at the Crank, using assumptions on power losses. Because just like in the US the roller dynos can only measure torque at the wheels not at the crank shaft. So 460 is implied as about 390ish wheel HpHey nossirahx, many users of the Komotec EV-435 remap are finding that it's a little underrated. i.e., actual crank hp is closer to, or a bit more than 450. I have seen at least 3 dyno graphs from US cars that support this.
Is Komotec's EV-460 kit also similar? I would imagine your car is making well over 500 hp at the crank with that kit and the components that go into it. What has your experience been?
Also, what aftermarket exhaust did you go with? I have heard the Larini is a bit on the loud side for the 400s.
see my comment below, compare apples to apples .. Komo-tec states power as extrapolated to crank, per typical Euro standards .. while US dynes are measuring at wheel. and Again as all dynes are different and all weather conditions are different, only compare delta gains (percentage gains) from a baseline to modified from same dyno, same car and as close as possible climate conditions.Just peeked at the BOE FB dyno chart . . . for those of you who have been waiting with bated breath, it appears they have achieved similar midrange gains to the K-T 435 flash but have not achieved similar gains in hp/tq at the top end. In all fairness, my car had the 3rd cat delete and a K&N replacement panel filter at the time of my OE ECU flash dyno and also my K-T dyno runs so maybe that accounts for the higher peak hp gains with my car.
What are you talking about??see my comment below, compare apples to apples .. Komo-tec states power as extrapolated to crank, per typical Euro standards .. while US dynes are measuring at wheel. and Again as all dynes are different and all weather conditions are different, only compare delta gains (percentage gains) from a baseline to modified from same dyno, same car and as close as possible climate conditions.
And while some people think I am a BOE mole, my history is that I tried the rest and ended up with BOE. This is hardware and software based on Evora's and I spent a hell of a lot making the switch from Komo-tec to BOE and happy I did.
Actually they do: CEngTq and CEngPS relate to engine (crank) power, while CWhPHp relates to wheel power, refer to Work500 plot that shows both curves. Correcting for the 1.3% difference between DIN Hp (PS) and UK/USA Hp of 1.0138%, Komo-tec is thus assuming 13.87%% losses for geartrain, close to a more typical 15%What are you talking about??
Performance Phase "EV4-435" • Performance data "EV4-435": approx. 435 hp / 450 Nm (manual shifter) • Performance data "Evora 400" Series:…www.komo-tec.com
It does not say that Komotec lists crank hp. There are plenty of dyno charts on this forum from people who actually have Komotec showing wheel horsepower gains far in excess of what Komotec advertises (they underrate the gains). ...
Never even drove the Evora before mods. It was bought and modified as a winter project.Did you dyno Your 400 before the mods began?
i see you have a new NSX, how does that compare to the 400?
The part number is at least the same B132E0008F - Lotus T6 engine controller | Lotus, Indianapolis INcouldnt find the answer, but is the 400 ecu the same as either the N/A or S?