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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain.


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Old 05-14-2018, 01:14 PM   #99
Tcoat
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Originally Posted by Ultramaroon View Post
I think this thread is the exception.
Show the math or GTFO!
I have extensively tested this thread by comparing it to another one that was similar. I have been published in the forums over 45,000 times and am an expert on wasting energy.
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Old 05-14-2018, 01:22 PM   #100
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Originally Posted by wparsons View Post
Shorter gearing transmits more TORQUE to the pavement, not HP. If you're measuring HP correctly it eliminates this by factoring in total gear ratio.
i know you are totally right in this, but i ask myself why there are really dyno pulls that shows more torque/hp using 4th or 5th gear instead of 2nd or 3rd... is it some error induced by the dyno itself that causes this?
because there is nothing i m aware of in the ecu tune that causes the engine to produce more torque witb higher gears
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Old 05-14-2018, 01:30 PM   #101
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Originally Posted by Tcoat View Post
Show the math or GTFO!
I have extensively tested this thread by comparing it to another one that was similar. I have been published in the forums over 45,000 times and am an expert on wasting energy.
Hey! Hey! Hey! I'm the only one to publish scientific analysis with our cars! I tested the effects of weighted (flossy knob) versus lightweight (TRD) on the force requirements of the glenohumeral joint of those with rotator cuff tendonitis. My study showed that the lightweight actually required less initial force production in scapular protraction due to not having to move a 500g knob. After that, which is where the heavy weight matters, the 500g actually helped. But it would be irrelevant since it's that initial demand which further aggravates the shoulder joint. Boom.
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Old 05-14-2018, 01:40 PM   #102
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Hey! Hey! Hey! I'm the only one to publish scientific analysis with our cars! I tested the effects of weighted (flossy knob) versus lightweight (TRD) on the force requirements of the glenohumeral joint of those with rotator cuff tendonitis. My study showed that the lightweight actually required less initial force production in scapular protraction due to not having to move a 500g knob. After that, which is where the heavy weight matters, the 500g actually helped. But it would be irrelevant since it's that initial demand which further aggravates the shoulder joint. Boom.
Well that was humerus!
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Old 05-14-2018, 01:47 PM   #103
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But i cant belive im getting paid on my work
while reading this thread
Not a waste of time ....... there is a "life lesson" in here somewhere .....


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Old 05-14-2018, 02:42 PM   #104
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5th gear is 1 to 1 or close to it. So if i wanted I could do a baseline in 4th, add my parts, run it in 5th and show an improvement.
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Old 05-14-2018, 04:27 PM   #105
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Originally Posted by nikitopo View Post
Ok guys.

It looks that no one will post a result for comparison. So, I used the log file as an input to the Virtual Dyno app. I changed the tire diameter to my value, the fd ratio to a 3.727 value and changed the car weight to what you have normally in US (std weight of Limited MT model). Here is the output with an additional 80kg driver and the standard smoothing factor:




Anyone can cross-check the results with the attached Ecutek log file of my first post.

Result is 194 whp
Is this the Ecutek virtual dyno app?
If so although it isn't accurate, we use it as a pre-post modifications comparison and reference point during mapping, I have more than 40-50 cars dynoed this way on the same road usually on 4th-5th gear, never on 2nd-3rd.
Back to your "dyno" results you can't calculate acceleration using different parameters than the actual parameters of your car (has the app the correct BRZ parameters, CF, frontal area, gear ratios etc?) and should use >=4th gear.
More important weight should be from yours not from a heavier US car otherwise your figures are "optimistic", why not use then a US car final drive ratio to balance results?
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Old 05-14-2018, 04:51 PM   #106
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Originally Posted by nikitopo View Post
I have also logs with 3rd gear and the results in virtual dyno are a bit better in the range of 198 whp. For me it doesn't matter if it is 194 or 198, but that they are much higher of what a stock car would give. You cannot really attribute these figures on the catted +17 OEM header or the tune. Something else must contribute to these numbers!
But do you have a pull from before all the modifications using the same app? Those numbers mean nothing without a baseline!
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Old 05-14-2018, 05:23 PM   #107
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Which page was posted?
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