Vishnu Tuning's Tales From The Dyno: Crawford Billet Power Blocks
 

Hi guys,
Here are the results from the dyno test we did earlier this week. Keep in mind that the final custom tune (run 274) is not necessary representative of an OTS map. It is a custom tuned map that has been developed on 93 octane. Over the next few days we will test the tune on 91oct in various conditions and confirm stability before releasing it as an Stage 2 UEL+BPB OTS tune.

So with that very important caveat out of the way, here's a brief summary on our testing results.

Test car is our own shop car (2013 FRS 6MT). Modification include OFT, OFH, single tip cat-back and modified intake duct. Pretty basic stuff. The car was tested on 93oct (not the 91oct that we usually test/develop maps with). 91oct fuel testing will happen over the next few days.

Crawford Billet Power Blocks Overview:
Nicely machined product. You can tell a lot of car has been taken into the design. Right down to how nicely the rubber o-rings seat in the machined groves. Crawford does a lot of machine work with their engine building so this is no surprise.

Installation:
It took me about 1.5hrs to install the BPB. I'm no master mechanic but I'm pretty decent with a wrench. It is a 2 person job since a second set of hands is required to lift the manifold upwards while you slide the BPB in place. Also, much care must be taken to not drop anything in the intake ports. So I don't think it's a job for a novice. If you are not mechanically inclined, expect to pay 3hrs of labor to acquire the help of a competent friend who can turn a wrench.

Dyno Results:
First thing we did is test the car with and without the BPB installed. These were done on two separate days but conditions were very similar. The car was even running on the same time of fuel. The car was running the v1.58 Stage 2 UEL OTS map:

With (runs 250 and 251) and without BPB (241 and 242) -No custom tuning-
http://i85.photobucket.com/albums/k4...PBnotuning.jpg

The results fall nicely in line with intake manifold design theory. The longer runner length compresses the power band so that the power dips and peaks in the happen at lower engine speeds. There is no such thing as a free lunch and this is a good example. Peak power is the same but you have nice solid 10-11whp gains between 6000-6500rpm. Peak power occurs 500rpm lower which means that you can effectively drop fuel cut to just 7000rpm. This means less wear and tear and improvement drivability from not having to rev the engine out to 7500rpm for best performance. I also dropped the shift light trigger by 500rpm.

The downside is that the compressed power curve reveals top end roll off in power (as one would expect). But the gains seems to offset the losses while providing better drivability so it's still a worthwhile bolt-on upgrade for most people who don't necessarily drive at redline.

Custom Tuning Progression
Since the addition of the BPB compress the volumetric efficiency profile of the engine, it would make sense that additional tuning will result in more power. So this is exactly what we did. Over the next few hours we experimented with different VVT, fuel and ignition advance mapping. The latter making the biggest improvements to top end power. It makes sense that the reduced VE in the 6700-7500rpm range would mean lower mean cylinder pressures. Which would allow us to run more advance safely. Everything seemed fine on the dyno. No hint of knock running on 93 oct fuel. And more and more top end power:

http://i85.photobucket.com/albums/k4...94506/BPB1.jpg

Final Custom Tune (with BPB) vs OTS Stage 2 UEL Map (without BPB):
http://i85.photobucket.com/albums/k4...6/FinalBPB.jpg

The custom tuning certainly paid off! We restored most of the top end lost by adding the BPB while still retaining the big gains it provided in the critical 5500-6500rpm range.

On The Road..
It feels great! Even though peak power remained about the same, having it come in 500rpm earlier adds some much needed ummph to the FA20. Now you feel a very obvious power bump as you rev out the engine. Very enjoyable on the road. Exhaust note is slightly more pleasant as well. For $400 or ($320 for our OFT customers), it's a no-brainer.

I'll update this thread in a few days with 91oct testing. Once that is done, we will finalize the OTS maps for the BPB and post them online for our OFT customer :)

Cheers,
Shiv

This is just great!
so, should we assume that if your new tune is not safe with 91 oct, you will work on a different tune for 91, so we do not lose top end power and still play it safe? (still, we dont seem to lose that much)

edit: could not wait anyway... ordered.....

Thanks Shiv!

That 93 Tune looks great! Would this agressive tune work on our 98 Octane fuel we have here?

anyway to get the 93 tune? did any vvt changes prove usefull? i edit the maps you give us quite aggressivly with timing and fuel. this nj fuel is great, no knock

I'd love to see e85 dynos of this. :)

dang, looks pretty good!

I second that...


Darn, I bought them through the FB Group Buy...Guess I'll save my OFT Dollars for the next upgrade :slap:

Thanks for putting in the time and effort to test your products with our Billet Power Blocks Shiv, love the results!

Crawford Performance

I assume E85 will be an option with these? Please ;)

Sorry e85 eats this specific type of aluminum, thanks a lot corn farmers!!!


Given Shiv's love for power I have absolutely no doubt there will be e85 maps eventually.

Where are EL maps test?

I feel srsly left behind in maps development as I have an EL Header.
It's not nice... I will probably switch to another tuning solution if EL ppl don't get same support of UEL ones soon

EL maps will be released at the same time as UEL maps. We have not shown any favoritism between the two so I'm not sure what you are concerned about. There are just as many EL maps as there are UEL maps.

E85 maps will be released as well :). Things take time to do correctly folks. Our maps are thoroughly tested in a number of cars, in many conditions, before they are released.

All we need now is some DIYs ;)