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- 2002 BJFW, 2007 BK3P, 1979 SA22C, 2005 BK3P
Chris@AMS said:I just want to make sure before I get into it. That chart is total BS.
a little confused, whats wrong with it?
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Chris@AMS said:I just want to make sure before I get into it. That chart is total BS.
Aricjm15 said:Tuning on direct injected cars is the best way to make power. If you call that dyno chart BS you might as well call up banks, bullydog and all the other diesel tuners and tell them their s*** doesn’t work.
I really hope for you guys someone does come up with an ecu flash, it would be the first mazda ecu that has been cracked. It will be a long wait.
Anon Y Mous said:what were your speed6 results? There are a ton more ms6's on the market than Ms3's. any news for these models?
Aricjm15 said:The XEDE does have the ability to controll boost on the MS3, the power comes in about the same place as the AMS dyno with the boost controller.
Anon Y Mous said:what were your speed6 results? There are a ton more ms6's on the market than Ms3's. any news for these models?
ssinstaller said:Except that closing the throttle plate makes it much more difficult for us to raise the boost.
Chris@AMS said:The curve with the xede is not in question. I think that it is correct. The compairison dyno plot is my reason for concern.
I will have to take the high road on this one.First off I want to say that I am not attacking anybody here, or even a particular tuning system in general. What I am trying to get across here is that the dyno chart that is posted is hardly evidence of any real gains.
Of coarse they are different. When one has the ability to control the needed aspects of the engine, anything is possible. A lot has to do with when the engine goes open loop under boost. Send the engine into open loop 1000 rpms sooner and any power gain is a given.Things that are wrong with said dyno chart (not things wrong with said shop or said tuning system)
A. The runs were started at different RPMS, either that, or the tuning system causes the car to spool up about 1000 RPMS quicker (shocked)
This would be no different than you displaying two runs on the same chart with mods. ALL cars act differently when things are done to them.B. The Horsepower and torque scales are arranged in differently, this is not a clearical problem as much as it is a gripe from someone who is used to reading dyno charts a certain way.
Usually on a stock vehicle, repeatable results are a given. Nothing has changed, unless you do them on different days or when the engine coolant is very warm.Elaboration A. As it was stated in the data that I posted earlier, I had to do several different combinations of pulls to get a repeatable result. This chart almost looks like it was done in two different gears. I could go on my dyno here at the shop and probably produce the same result. The fact of the matter is; because of the drive by wire system, you have to be careful in the manner that you test the car. If you start the pull too late, or if you do it in a different gear, your results can vary greatly.
So said the person who got higher results than Mazda rated the car at? Only possible way to do that is with a steeper correction factor. Having dealt directly with Mazda Engineers on the this car - the car is rated at the engine only. Add the chassis, interior, etc.. you will make less power due to the weight of the vehicle and drive train losses.Obviously I was not at the shop when they were doing this testing. From my end I am finding these results hard to believe with the backround from testing that I have done on the MazdaSpeed3.
The two go hand in hand. Why would anyone buy a real Prada purse from a street vendor? All testing is done by the man himself. Does he operate the dyno? No. The guy that owns it does. There is a better consistency factor that way.I have no issues with the shop or Corky Bell himself. I have read the book, as I'm sure many others have. I don't think that based on this merit alone you should take everything that it does and put it on a pedastal immediately. He has illustrated that he has a great amount of knowledge, but does he do all of the testing the marketing for the company? Does he simply own it? This is getting a bit off the subject, but my point is clear. I would expect everyone to buy a product based off its results, not based off of its name. I would expect everyone to do the same for our products.
Uncorrected #'s are usually less than corrected ones due to elevation, humidity and temperature.C. Finally this dyno that the car was tested on is a Dynojet. They are known for reading fairly similarly and don't have too much room for outside calibration. The dyno chart is UNCORRECTED and on a smoothing of 5. I see this alot when people are trying to inflate numbers.
Just because it is scaled differently does not make it BS. Anyone who operates a dyno would be familiar with that. It make sense for one to have all the needed info in hand before ripping something to shreds. As stated earlier, I will take the high road here.Since our dynamometers are rougly the same and I have completely bone stock car putting out similar numbers. I am going to have to say, without further information, that the chart that is listed is BS, or a sales tactic to sell more units.
Antoine said:Great to see more Tuners & Vendors interested in supporting the MS3 aftermarket!
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Pololo_MS3 said:If you are having a hard time believing the comparison dyno plot, then how on EARTH were you guys the ONLY ones to get 250 WHP out of a stock car, while any other tests have shown way less power at the wheels? It looked like there was almost no drivetrain loss? Hard to believe this and when asked about any adjustments done due to temp, humidity and elevation, your answer is a bit vague in my opinion
Pololo_MS3 said:I know you are not new to tuning and you definitely seem to know your stuff but the comment calling BEGI "BS" was uncalled for in my opinion
I believe any vendors outthere should be respectful to each other and winning customers with proof of what you guys have done instead of calling each other BS