Having driven the car with the
software for quite some time, it's hard to notice what and where
the gains were had during the power band. After installing the
software, the first thing I noticed was the improved throttle
response. I was also able to have much more control over the
throttle response during shifting and while in neutral. However,
the gremlins that plague that stock system are no completely
removed. This seems to be the case among most of the software
First I noticed after looking at the chart that I
was making great torque peak around 3300 rpms. Nice and low too.
And then I noticed that the curve was very flat. While the OCT
Non-resonated car had almost an identical curve, I noticed it
was quite different than the GIAC and APR peak HP curves.
You will notice that the car makes pretty good power down low,
my peak at 3300. Then I have another jump in power at 4000-4500
rpms. My torque begins to fall as the rpms rise until I hit the
5200 rpm mark. It appears that at this rpm mark, the variable
intake manifold changes it's tract to allow for more airflow.
This is immediately reflected on the torque curve as I have a
third bump in power from 5000-5800 rpms, with the peak of this
bump at 5500 rpms. I then hold a pretty consistent torque curve
all the way to redline. My peak HP was made at 6500 rpms. This
is great news because this means I don't have to go into redline
in order to gain the maximum acceleration. Because of the
EXTREMELY close-ratio transmission, I can shift right after peak
WHP at 6700 rpms and be right in the middle of my torque bump at
4200 rpms (for 2nd gear) or 5000 rpms (for the rest of the
gears) where the intake tract causes the third bump in power.
The software gives you the ability to run to 7500 rpms, but it's
not necessary in order to achieve maximum power.
After seeing this information on the dyno chart I was able to
compare this with real-word experience by taking a drive. And
all of a sudden it made sense! The car would get shoved forward
from 3300 rpms, with a burst at 4500 rpms and another WOT shreak
at 5200 rpms to redline! If you listen to the video clip of my
dyno run, you can clearly hear the intake tract change at 5200
rpms as the flow characteristics change completely. And you can
feel this driving the car as well. A nice rush of power and
speed come screaming once you pass the 5000 rpm mark. It feels
great to finally know and understand where and how the car makes