Ok, 1) the V2 pulley is smaller than V1, 2) they are both removable, so you may change them.

V2's SC new position makes it a bit more akward, but possible.

Good news for me. Got it yesterday finished and after few runs on the DynaPack DAQPLUS 55, we've got this:

https://fbcdn-sphotos-h-a.akamaihd.n...23213436_n.jpg

Those Nm 315.584 are a wonder! Very happy:happyanim:

Fantastic results, that's a great looking dyno

What fuel is this on and what are the different lines? Obviously red is NA.

I don't get why anymore R&D needs to take place given they're selling the C2 upgrades for current V1 owners obviously it's complete. HKS is kinda dragging ass getting this to vendors... Sigh..***

Want to see some North American Dynos results ASAP!!! :D

Fuel is 98ron (SP98), we do have E85 here though, and it should push a bit more I know.

Top: HKS V2 + HKS Single Exit Exhaust 75mm
Middle: HKS V1 + HKS Decat Manifold + Overpipe 63mm + Invidia pipes 63mm + Invidia Q300 catback
Bottom: Stock. In the torque graph, the 4000rpm dip is very recognizable.

...and few Ecutek remapping, not just 3 runs of course.

Below bottom: I don't know, honestly (a dyno benchmark?)

@6pack which restrictor did you use? 39, 43, none? Numbers look great!

None

Stock : 200hp: 148WHP

Stage 1
Stock + HKS Premium Suction Kit: 206hp: 152WHP
Stock + HKS Premium Suction Kit + Invidia Q300 + Invidia Resonated Front-Pipe: 210hp: 156.0WHP
Stock + HKS Premium Suction Kit + Invidia Q300 + Invidia Resonated Front-Pipe + Tune : 227hp: 168.0WHP
Stock + HKS Premium Suction Kit + Invidia Q300 + Invidia Resonated Front-Pipe + Tune + HKS MANIFOLD : 238hp: 176WHP

Stage 2
Stock + HKS Compressor Kit V1 + HKS Manifold (stock intake & stock cat-back): 305hp: 226WHP
Stock + HKS Compressor Kit V1 + Invidia Q300 + Invidia Resonated Front-Pipe + Tune + HKS MANIFOLD : 348hp: 258WHP

Stage 3
Stock + HKS Compressor Kit V2 + HKS High Power cat-back + Invidia Resonated Front-Pipe + Tune + HKS MANIFOLD : 380hp: 281WHP

You all know that WHP is the number that counts (actually not even that, is the delta from the previous setup) so the hp values are what they are.
The Dynapack is severe, and I like that, and so is my tuner.

Directed to @Evasive : Do you forsee any issues with the pipe routing conflicting with a Robi-Cooler?

@6pack, how are the drivetrain losses going from 52hp to 101hp!? Something's not right there, the calculated flywheel hp is definitely not right. WHP figures look good though.

Looks like he calculated a 26% drive train loss with the stock numbers (rated at 200, put down 148). He ran the car on a Dynapack, so his whp numbers will be lower, but as long as the runs were on the same dyno in similar weather as the control results (first dyno), I'm sure his calculations are accurate.

Just playing devils advocate here, how does the drivetrain lose literally twice as much power just by adding some to the engine?

There's a simple answer, it doesn't ;) Drivetrain losses will stay almost at the same figure (not percent). 50bhp losses at 150whp will still be ~50bhp losses at 400whp.

Interesting point, and I see where your coming from. I guess what's tripping me up is friction and parasitic losses. If nothing's been changed post flywheel, then you're right, the power losses would be identical to stock.

Of course the percentage changes. How does a gearbox become more of a restriction as power increases? Same for drive shafts, clutch etc? Are you telling me that based on these kind of figures that a 600bhp car, using the same drivetrain, wheels and tyres, would be losing 150hp more than a stock car? If so, where do you think that power is going? Drivetrain losses are the power (or more precisely torque) used up to move those components. They don't suddenly become harder to move because you've got a more powerful engine. OK so there may be more friction and tyres pressures at play, but is that really enough to lose 50hp or more?

Edit.... I see you changed your reply as I wrote mine ;)