So your thinking... ok, ok, enough chatter... show me the numbers! Six cars and seven hours later the results were in. For peak horsepower and torque, APR nosed ahead of the field and put out a pack leading 303.1 horsepower and 302.1 lb-ft of torque. Most of the rest of the field was pretty tightly bunched right behind APR (within 10 hp and 4.9 lb-ft torque of the best numbers) but there has to be a winner, right? The big surprise of the day was AMD coming in a distant 6th place, behind the stock car, making a whopping 31.7 hp less and 2.8 lb-ft torque less than stock--a real head scratcher considering the upgrades to the car.  Peak Torque (lb-ft) Peak WHP APR 303.1 APR 302.1 OCT (res) 301.3 OCT (res) 298.3 OCT (non-res) 297.9 OCT (non-res) 301.6 GIAC 293.7 GIAC 297.2 Stock 277.7 Stock 278.8 AMD 246.0 AMD 276.0 APR had the highest peak power APR had the highest peak torque OCT had the most consistent power curve (other than stock) OCT had the most overall torque APR had the most overall WHP Dyno Graphs   AMD  APR GIAC OCT Non-resonated OCT Resonated Stock       OCT vs OCT   OCT was the only software that did not lose torque compared to stock over the RPM range. While the APR car had a peak torque higher than any other car, it was under the stock torque curve between 4000-4700 rpm. GIAC had a huge deficit in torque between 3000-5000 rpm compared to stock. Even though it's peak torque was at 3000 rpm, it could not hold the power across the 3000-5000 rpm range. AMD was way below stock torque output during the entire rev band. Both OCT cars stayed well above the stock torque curve, consistently. OCT was the only software that didn't lose HP over stock. While APR had the highest peak WHP, it had less HP than stock between 4000-4500 rpm. GIAC had a significant loss of HP relative to stock during the same 3000-5000 rpm range where it lost torque. AMD had lower HP than stock across the entire rev range. OCT was the only software to remain above the stock HP curve the entire rpm range. From the data, it appears GIAC and APR were tuned specifically for HP gains with less attention paid in terms of mid-range power. It seems that APR and GIAC were interested in being the HP "king" so-to-speak--APR succeeded. A loss in midrange power would result in a slower car. Based on it's consistent high torque output, OCT would probably yield the best "around town" performance yet only gave up a couple of HP on the top. Nice job OCT.   The APR software looked like it was attempting to balance itself during runs. One run would yield high HP and low torque, then the following run would yield the opposite, lower HP with higher torque. The first run yielded the highest HP number but the lowest torque number. The 2nd run yielded slightly more torque but several HP lower than the first run. The third run yielded the highest torque number and a slightly higher HP over the previous run. However, the 4th run lost only a small amount of torque and the HP was the lowest of the run group. The software was constantly adjusting during runs, possibly trying to compensate for a massive exhaust leak in the front section of the APR exhaust. The AMD car was an interesting case. The timing looked very good, seemed pretty aggressive and well executed. Fuel injector duty was the highest of any of the cars suggesting it might have been running too rich and robbing the engine of power. Take a look at the AMD torque curve and note how flat it is. VERY flat. That would be a great thing if it were 30 lb-ft more but not in this case due to the very low output. Where the losses are occurring is a mystery at this point. Exhaust design? Software? An S4 with a fullback exhaust should be making a lot more HP up top than a stock car. Seven dyno pulls were made with AMD with the later runs yielding the best power. Only two of the seven runs are included below. Peak Wheel Torque and HP Average Wheel HP Average Wheel Torque       Wheel Torque and HP Wheel HP Wheel Torque   Dyno Detail by Tuner (alphabetical order) AMD WHP GIAC vs Stock Torque AMD Torque OCT WHP (res) AMD vs Stock WHP OCT Torque (res) AMD vs Stock Torque OCT vs Stock WHP (res) APR WHP OCT vs Stock Torque (res) APR Torque OCT WHP (non-res) APR vs Stock WHP OCT Torque (non-res) APR vs Stock Torque OCT vs Stock WHP (non-res) GIAC WHP OCT vs Stock Torque (non-res) GIAC Torque Stock WHP GIAC vs Stock WHP Stock Torque VAG Ignition Timing and Fuel Data All Cars Ignition Timing OCT (non res) Ignition Timing and Fuel AMD Ignition Timing and Fuel OCT (non res) Mass Air Flow AMD Mass Air Flow Stock Ignition Timing and Fuel ARP Ignition Timing and Fuel Stock Mass Air Flow APR Mass Air Flow Stock vs AMD Ignition Timing GIAC Ignition Timing and Fuel Stock vs APR Ignition Timing GIAC Mass Air Flow Stock vs GIAC Ignition Timing OCT (res) Ignition Timing and Fuel Stock vs OCT (res) Ignition Timing OCT (res) Mass Air Flow Stock vs OCT (non res) Ignition Timing The B6 shootout was an interesting event to participate in. All the cars were pretty consistent. The ice cold temperatures and cooling fans helped keep the cars from heat soaking run after run (some even performing better after a pull or two). Even under the harsh conditions presented by a dyno the 4.2L V8s just kept twisting out power without fuss. Dyno services provided by: Agile Automotive Performance 10022 York Road Cockeysville, MD 21030 410-628-9099 http://agileauto.com [1][2][Enthusiast Corner][Video][Gallery] [an error occurred while processing this directive] Terms of Use | Copyright © 1996-2008 by AudiWorld. All rights reserved.