ECU Remapped Dyno
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Joined: Feb 2008
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From: Sourthern California
My Ride: 2005 530i, Premium/Sport Packages. Heated Seats, Sat Radio, Mystic Blue Metallic and Dakota Gray Leather interior. Active steering and headlights, M5 166 wheels
Originally Posted by r1racer' post='522113' date='Jan 24 2008, 12:28 AM
The long awaited dyno runs for the remap done by Gintani. I want to thank Jesse @ Gintani (www.gintanit.com) who was patient with me doing this test. Also, Nick @ www.jlevisw.com who hooked me up with the price on the ECU remap. I just want to let everyone know that Gintani is the makers of this remap and Jlevi is the retailer. We took out the ECU and put it back to stock and we got 243.8 whp and about 245 ft. lbs.
After Jesse remapped the ECU we got 257.9 whp and about 265 ft. lbs. I couldn't believe how much power a remap can actually do. I first was very sceptical about spending money where I can't see what's giving me HP or Torque, but Jesse/Nick assured me that everything will be okay.
The car is now more torquey and I can definately tell the difference in power. The acceleration and smoothness is ALL there.
If you guys are local in So. Cal or even central cali you can actually setup an appointment with Jesse to go there and get it installed. You first need to talk to Nick @ Jlevi to purcase it remap.
Please remember these number are REAL number from a Dyno Dynamics dynometer. The first stock runs was from a dynojet dyno for a base run...now you have BOTH. The biggest thing I wanted to see if it made power and it did. It made 14.1 whp and about 20 ft. lbs. When you talk to Nick or Jesse tell them that I sent you and they'll hook you guys/gals up! Let me know what everyone thinks!
Stock/Remap w/ Dyno Dynamics Dynometer
Made good power all RPM bands
STOCK w/ Dynojet (the curve kind of sucks on this one)
After Jesse remapped the ECU we got 257.9 whp and about 265 ft. lbs. I couldn't believe how much power a remap can actually do. I first was very sceptical about spending money where I can't see what's giving me HP or Torque, but Jesse/Nick assured me that everything will be okay.
The car is now more torquey and I can definately tell the difference in power. The acceleration and smoothness is ALL there.
If you guys are local in So. Cal or even central cali you can actually setup an appointment with Jesse to go there and get it installed. You first need to talk to Nick @ Jlevi to purcase it remap.
Please remember these number are REAL number from a Dyno Dynamics dynometer. The first stock runs was from a dynojet dyno for a base run...now you have BOTH. The biggest thing I wanted to see if it made power and it did. It made 14.1 whp and about 20 ft. lbs. When you talk to Nick or Jesse tell them that I sent you and they'll hook you guys/gals up! Let me know what everyone thinks!
Stock/Remap w/ Dyno Dynamics Dynometer
Made good power all RPM bands
STOCK w/ Dynojet (the curve kind of sucks on this one)
Can't come to the meet tonight have to work late.
dtv
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From: Italy, Milano
My Ride: 545i SMG with Limited Slip Differential
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Originally Posted by rpav' post='526897' date='Feb 4 2008, 06:41 AM
I dont know why they cant take care of me and ignore my phone calls as well as the shop that provide me the parts phone calls 
I'm sorry, but lol: 1-2 years ago I talked, by phone, with that man and he didn't convince me to be a good man .
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From: Houston, Texas
Something seems odd here -- doesn't it?
These dyno charts reflect maximum horsepower and torque gains at the lower end of the power spectrum. The increased HP and torque gains appear to come at the expense of decreasing HP and torgue as you increase engine revolutions, which would (as it seems to me) cause the shift points to occur earlier on to cause the engine to continue to be placed into 'pulling mode' (continued increase in HP and torque).
I'm certainly no engine or dyno expert, but it seems to me that while these gains may look good on paper, they may not reflect the most optimum way to tune an engine for street performance. In other words -- HP and torque are up -- but do you really want them <emphasis>this way</emphasis>?
The dyno charts reflect peak (post remap) at around 3800rpm for torque and 4000rpm for HP. These values then start to decline to meet stock HP and torque figures that originally were recorded (pre remap) at approximately 5500rpm. Hence, a decline in HP and torque is realized as the engine is pushed further to its maximum capability.
As I understand it, most well-tuned engines are designed to realize max HP and torque at the higher end of the power spectrum (thus the increasing slope nature of the curves). As I read these charts, I draw a conclusion that while HP and torque may have been increased, they were increased at lower rpms causing the engine to realize negative power efficiency. In other words, when the engine is working harder (increased rpm), the output is decreasing from 3800/4000 through 6500 rpm (resulting in a negative slope). Isn't this a sign of inefficiency and decreased optimization?
As I read them, there's actually an inverted nature to the two slopes.
What am I missing here? I welcome my statements above to be challenged.
These dyno charts reflect maximum horsepower and torque gains at the lower end of the power spectrum. The increased HP and torque gains appear to come at the expense of decreasing HP and torgue as you increase engine revolutions, which would (as it seems to me) cause the shift points to occur earlier on to cause the engine to continue to be placed into 'pulling mode' (continued increase in HP and torque).
I'm certainly no engine or dyno expert, but it seems to me that while these gains may look good on paper, they may not reflect the most optimum way to tune an engine for street performance. In other words -- HP and torque are up -- but do you really want them <emphasis>this way</emphasis>?
The dyno charts reflect peak (post remap) at around 3800rpm for torque and 4000rpm for HP. These values then start to decline to meet stock HP and torque figures that originally were recorded (pre remap) at approximately 5500rpm. Hence, a decline in HP and torque is realized as the engine is pushed further to its maximum capability.
As I understand it, most well-tuned engines are designed to realize max HP and torque at the higher end of the power spectrum (thus the increasing slope nature of the curves). As I read these charts, I draw a conclusion that while HP and torque may have been increased, they were increased at lower rpms causing the engine to realize negative power efficiency. In other words, when the engine is working harder (increased rpm), the output is decreasing from 3800/4000 through 6500 rpm (resulting in a negative slope). Isn't this a sign of inefficiency and decreased optimization?
As I read them, there's actually an inverted nature to the two slopes.
What am I missing here? I welcome my statements above to be challenged.
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From: Anaheim, CA
My Ride: F10 M5
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Something seems odd here -- doesn't it?
These dyno charts reflect maximum horsepower and torque gains at the lower end of the power spectrum. The increased HP and torque gains appear to come at the expense of decreasing HP and torgue as you increase engine revolutions, which would (as it seems to me) cause the shift points to occur earlier on to cause the engine to continue to be placed into 'pulling mode' (continued increase in HP and torque).
I'm certainly no engine or dyno expert, but it seems to me that while these gains may look good on paper, they may not reflect the most optimum way to tune an engine for street performance. In other words -- HP and torque are up -- but do you really want them <emphasis>this way</emphasis>?
The dyno charts reflect peak (post remap) at around 3800rpm for torque and 4000rpm for HP. These values then start to decline to meet stock HP and torque figures that originally were recorded (pre remap) at approximately 5500rpm. Hence, a decline in HP and torque is realized as the engine is pushed further to its maximum capability.
As I understand it, most well-tuned engines are designed to realize max HP and torque at the higher end of the power spectrum (thus the increasing slope nature of the curves). As I read these charts, I draw a conclusion that while HP and torque may have been increased, they were increased at lower rpms causing the engine to realize negative power efficiency. In other words, when the engine is working harder (increased rpm), the output is decreasing from 3800/4000 through 6500 rpm (resulting in a negative slope). Isn't this a sign of inefficiency and decreased optimization?
As I read them, there's actually an inverted nature to the two slopes.
What am I missing here? I welcome my statements above to be challenged.
These dyno charts reflect maximum horsepower and torque gains at the lower end of the power spectrum. The increased HP and torque gains appear to come at the expense of decreasing HP and torgue as you increase engine revolutions, which would (as it seems to me) cause the shift points to occur earlier on to cause the engine to continue to be placed into 'pulling mode' (continued increase in HP and torque).
I'm certainly no engine or dyno expert, but it seems to me that while these gains may look good on paper, they may not reflect the most optimum way to tune an engine for street performance. In other words -- HP and torque are up -- but do you really want them <emphasis>this way</emphasis>?
The dyno charts reflect peak (post remap) at around 3800rpm for torque and 4000rpm for HP. These values then start to decline to meet stock HP and torque figures that originally were recorded (pre remap) at approximately 5500rpm. Hence, a decline in HP and torque is realized as the engine is pushed further to its maximum capability.
As I understand it, most well-tuned engines are designed to realize max HP and torque at the higher end of the power spectrum (thus the increasing slope nature of the curves). As I read these charts, I draw a conclusion that while HP and torque may have been increased, they were increased at lower rpms causing the engine to realize negative power efficiency. In other words, when the engine is working harder (increased rpm), the output is decreasing from 3800/4000 through 6500 rpm (resulting in a negative slope). Isn't this a sign of inefficiency and decreased optimization?
As I read them, there's actually an inverted nature to the two slopes.
What am I missing here? I welcome my statements above to be challenged.
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Joined: Apr 2008
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From: SoCal
My Ride: 14 550i
He means that most dyno plots show an increasing slope, as the RPMs get higher you get more hp/tq. However, your graphs show decreasing in power as RPMs get higher.
Michael
Michael
Originally Posted by r1racer' post='572727' date='May 1 2008, 07:40 PM
Hey Dennis,
It is worth it for the 6ers. If you truly want to see the difference take it to Jesse and tell him to unreflash, dyno, reflash, and dyno. The ECU has to get used to it as well. You need to drive it semi hard so that the ECU adjusts accordingly.
I have no idea what you are saying, but on paper and on my butt dyno...it works. On the paper dyno it show's gains throughout the power band. Which dyno are you looking at? The Dynojet one is BASE as well.
It is worth it for the 6ers. If you truly want to see the difference take it to Jesse and tell him to unreflash, dyno, reflash, and dyno. The ECU has to get used to it as well. You need to drive it semi hard so that the ECU adjusts accordingly.
I have no idea what you are saying, but on paper and on my butt dyno...it works. On the paper dyno it show's gains throughout the power band. Which dyno are you looking at? The Dynojet one is BASE as well.
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Joined: Apr 2008
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From: SoCal
My Ride: 14 550i
markke:
i believe you're reading the dyno incorrectly. the top orange line is tq and the bottom orange line is hp. the top red line is tq (stock) and the bottom red line is hp (stock). it's normal for TQ to be high during lower RPMs which is what the graph is showing and HP is higher @ higher RPMs, also what the graph is showing.
Michael
i believe you're reading the dyno incorrectly. the top orange line is tq and the bottom orange line is hp. the top red line is tq (stock) and the bottom red line is hp (stock). it's normal for TQ to be high during lower RPMs which is what the graph is showing and HP is higher @ higher RPMs, also what the graph is showing.
Michael
Originally Posted by markke' post='571459' date='Apr 30 2008, 03:11 AM
^^^^^^^^^^^^^^^^^^^^^^^
Won't anyone take a whack at this?
Won't anyone take a whack at this?
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Whyis the 8 cylinder better for remap than a 6?