Enthusiast Corner: MachtigAvant (v3.0)

Having driven the car with the software for quite some time, it's hard to notice what and where gains are produced within the power band. I do remember after installing the software that the first thing I noticed was the improved throttle response. I also had much more control over the throttle response during shifting and while in neutral. However, the gremlins that plague that stock system are not completely removed. This seems to be the case among most of the software tuners.

After looking at the chart I found 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 see 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 power.

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