MRC Smashed it again :)

[neilparf]

Don't take this the wrong way But!!! You took yours to AMD.
Nuff said MRC for the win and the power+the map

That Silas speaks the truth - I didn't see the signature spec.

Sorry Reg, take the AMD map off and see how MRC's map goes...

Any actual performance testing between the two cars, or are you just talking about dyno results per usual? (on the shop' selling the parts' dyno, no less)

No. I PM'd many on here prior to me getting an MRC map vs AMD et al and their 'responses' spoke volumes. In fact, the responses still continue to do so.

Ergo, if they are 100nm adrift when I obtained my map from MRC would I comparison test with AMD?

(on the shop' selling the parts' dyno, no less) - English (the queen's preferably) please if you could?

Saki, the undercurrent tone of your posts regarding MRC dyno testing and your evident disbelief at the results that anyone posts, makes be think you don't believe or indeed can find any credibility in the MRC dyno results. 'Yes' or 'no' to that question for utter clarity would suffice....

[MikeFish]

With permanently open exhaust flaps, and gutted pre-cats will the noise be too much and will there be any drone? I can drive "around" low RPM drone.

Thanks.

I love permanently open flaps!

Many moons ago I disconnected my flaps and loved the difference it made. After many different combinations of exhaust I currently have flaps disconnected on OEM exhaust with gutted precats. In the car I cannot hear the exhaust over the noise of the Revolution intake kit so definitely no drone at all ad definitely not too much. Outside the car it sounds nice, just a bit too quiet to hear in the car with a cone type air filter. Maybe deleting the centre resonator will make it just right.

[MartayMcFly]

Maybe deleting the centre resonator will make it just right.

I keep forgetting/not bothering to go out and get some video of my exhaust for you.

[MikeFish]

C'mon, pull your finger out McFly!

[manual_daniel]

With permanently open exhaust flaps, and gutted pre-cats will the noise be too much and will there be any drone? I can drive "around" low RPM drone.

Thanks.

I love permanently open flaps!

Many moons ago I disconnected my flaps and loved the difference it made. After many different combinations of exhaust I currently have flaps disconnected on OEM exhaust with gutted precats. In the car I cannot hear the exhaust over the noise of the Revolution intake kit so definitely no drone at all ad definitely not too much. Outside the car it sounds nice, just a bit too quiet to hear in the car with a cone type air filter. Maybe deleting the centre resonator will make it just right.

This is great information, thanks. I am just about sold on this setup. Now I need to plan a pilgrimage to MRC with a few days in the UK to get the car sorted. Maybe a wheel colour change as well at Lepsons!

[MartayMcFly]

C'mon, pull your finger out McFly!

Well I went out today and took a few 1-3rd gear blasts from different angles, with Sport button on and off, but the mic was spazzing out so there's a LOT of interference for some reason... will try again tomorrow. Exhaust is actually a lot raspier than I thought when hearing it from outside the car though.

http://youtu.be/NHPHIwN2Tvg

[Shaners4]

One thing I have dramatically noticed since getting the car back from MRC is not only the pure pull of a bull but the fuel consumption seems 10x worst if I'm totally honest lol! Where I put £20 in of momentum before it would last me 65miles now I probably only get about 45 lol

[neilparf]

C'mon, pull your finger out McFly!

Well I went out today and took a few 1-3rd gear blasts from different angles, with Sport button on and off, but the mic was spazzing out so there's a LOT of interference for some reason... will try again tomorrow. Exhaust is actually a lot raspier than I thought when hearing it from outside the car though.

http://youtu.be/NHPHIwN2Tvg

Yep, lovely sound!!!

[neilparf]

One thing I have dramatically noticed since getting the car back from MRC is not only the pure pull of a bull

YES!

...the fuel consumption seems 10x worst if I'm totally honest lol! Where I put £20 in of momentum before it would last me 65miles now I probably only get about 45 lol

I kinda keep fuel consumption 'off my radar'.

[sakimano]

No. I PM'd many on here prior to me getting an MRC map vs AMD et al and their 'responses' spoke volumes. In fact, the responses still continue to do so.

Ergo, if they are 100nm adrift when I obtained my map from MRC would I comparison test with AMD?

(on the shop' selling the parts' dyno, no less) - English (the queen's preferably) please if you could?

Saki, the undercurrent tone of your posts regarding MRC dyno testing and your evident disbelief at the results that anyone posts, makes be think you don't believe or indeed can find any credibility in the MRC dyno results. 'Yes' or 'no' to that question for utter clarity would suffice....

I don't like using a dyno to say 'part A is better than part B'. I think it's idiotic. Perhaps I have a better understanding of how a dyno works than you.

Short answer is no, I don't have any problem with MRC's integrity and would put absolute faith in their word. However I also know that the dyno doesn't tell the whole story on how a car performs. It shows how it makes power in a specific RPM range in a single gear on a loaded up dyno. In other words it shows nothing about how the car reacts on the road...which is what you bought your power adding performance parts for isn't it? The dyno result shows nothing about how the ECU calibration engineer managed the throttle tip in (which can be buslengths in a race, even if dyno hp/nm is there). It shows nothing about driving dynamics. Comparing from two different dynos is even more ridiculous.

It's ironic. A couple of posts above mine, someone trashed AMD's reputation. You said nothing. You may want to re-think your role as forum policeman and lose the bias. If you really think AMD is dogshit as Silas keeps telling everyone, put your money where your mouth is. Line them up. Bring a JHM car (sar or a few others) into the mix for a laugh. I would love to see it happen. Far more interesting than dyno A vs dyno B with TOTALLY different dyno calibrations determining the absolute outputs.

p.s.Did you just say you believe that an MRC mapped car is gaining 100 nm of torque over an AMD mapped car??? That's impossible from tune A to tune B. A healthy car with MRC map/parts doesn't even gain 100 nm from MRC tune AND decatted downpipes AND exhaust AND Port/Polish IM combined...let alone vs. an AMD map alone.

As you mentioned, it would be invaluable to see similarly modified cars with both remaps (AMD, MRC etc) racing head to hear to see what ACTUALLY happens, rather than playing dyno graph games. The dyno tells you virtually nothing about how the car will perform. Get throttle tip in wrong, and bang...you're 3 cars behind a car with equal dyno power. It's that simple.

[neilparf]

#thisthreadisgoddamboringnow

[TonyHayers]

I agree with Saki to a certain extent here, in that dynos tell a very limited view of a cars performance. I completely agree that comparing different dynos per se is largely pointless and comparing figures from different dynos from different manufacturers is nigh on insane!

The fact that we talk about dyno estimated engine horsepower rather than the calculated wheel horsepower kinda says something - that we're interested in the biggest/best sounding figure at the cost of accuracy

Having said that, since the MRC dyno has become the defacto standard, it's probably a reasonably useful comparison tool.

The problem with sprint/quarter mile comparisons though, in my view, are that they bring in a whole list of new variables to deal with - not least driver expertise, driver mood, driver size, track temp, wind speed, wind direction, wheel geometry. They are, of course, a great way for a particular driver to improve their take off skills etc.

Sure we've all facepalmed watching [Fifth|Top] Gear and the like where Tiff Needell in Car A races Jason Plato in Car B. Jason wins and they boldy pronounce Car B as the fastest. Makes for a nice 3 minute slot of TV, but a hideous car comparison.

[neilparf]

the problem with sprint/quarter mile comparisons though, in my view, are that they bring in a whole list of new variables to deal with - not least driver expertise, driver mood, driver size, track temp, wind speed, wind direction, wheel geometry. They are, of course, a great way for a particular driver to improve their take off skills etc.

Exactly. The variables employed 'at the strip' are further variables that have to be taken into consideration. You may be the fastest in whole universe Saki when it comes to 1/4 mile, but equally weigh 8 stone/50kg dripping wet verse the lard arse. That's just one variable...

[sakimano]

the problem with sprint/quarter mile comparisons though, in my view, are that they bring in a whole list of new variables to deal with - not least driver expertise, driver mood, driver size, track temp, wind speed, wind direction, wheel geometry. They are, of course, a great way for a particular driver to improve their take off skills etc.

Exactly. The variables employed 'at the strip' are further variables that have to be taken into consideration. You may be the fastest in whole universe Saki when it comes to 1/4 mile, but equally weigh 8 stone/50kg dripping wet verse the lard arse. That's just one variable...

Actually I'm a little over 6'5" tall and weigh 17 stone. Further, 100 lb equals a change approximately equal to the change made by 8-10 hp on these cars. 100 lbs also equals about 0.05 seconds in a 1/4 mile run in a B7 Rs4. It's not that big a variable. So there goes that.

There are definitely a bunch of little variables at the strip but really only a couple of signficant ones. Most important is density altitude. Fortunately it's easy to see what the density altitude was at the time for perspective. The density altitude variable exists at the dyno too though. So there goes that too.

Driver skill, sure enough another one. How hard can it be to launch an AWD Audi, and drive straight through 4 gears? On this neilparf agrees (or is it kneel?) Just yesterday you posted this:

As Sam says, a few cogs in the right order. Straight line. Yawn. It's holding a wheel at '10 and 2' and that's about it.
My uncle could do what you describe, saki - and he's a blind amputee...

So there goes the three biggest variables for the dragstrip. Besides, I advocate tuning companies going to the dragstrip to showcase acceleration gains of their products. You really think they're not going to sort out the variables???!!!???

They're not going on a hot summer day in <beep> conditions
They're not going with a 400 lb driver or with cement sacks and sandbags in the trunk
They're not going to let someone like Silas drive the car, who couldn't drive his B7 well enough so he bought an automatic B8

So these variables everyone points to are pretty much irrelevant when referring to shop results. They will be addressed. If you take your personal car to the strip, you might not have the motivation to address them all, and that's fine...but surely you can put together a decent pass and know enough that to get a good time, going when it's cool (early spring/late fall/year round in Scotland) is best. A typcial test and tune or run what you brung day/night should see you make between 5 and 10 passes. You'll get it sorted.

[neilparf]

the problem with sprint/quarter mile comparisons though, in my view, are that they bring in a whole list of new variables to deal with - not least driver expertise, driver mood, driver size, track temp, wind speed, wind direction, wheel geometry. They are, of course, a great way for a particular driver to improve their take off skills etc.

Exactly. The variables employed 'at the strip' are further variables that have to be taken into consideration. You may be the fastest in whole universe Saki when it comes to 1/4 mile, but equally weigh 8 stone/50kg dripping wet verse the lard arse. That's just one variable...

Actually I'm a little over 6'5" tall and weigh 17 stone. Further, 100 lb equals a change approximately equal to the change made by 8-10 hp on these cars. 100 lbs also equals about 0.05 seconds in a 1/4 mile run in a B7 Rs4. It's not that big a variable. So there goes that.

There are definitely a bunch of little variables at the strip but really only a couple of signficant ones. Most important is density altitude. Fortunately it's easy to see what the density altitude was at the time for perspective. The density altitude variable exists at the dyno too though. So there goes that too.

Driver skill, sure enough another one. How hard can it be to launch an AWD Audi, and drive straight through 4 gears? On this neilparf agrees (or is it kneel?) Just yesterday you posted this:

As Sam says, a few cogs in the right order. Straight line. Yawn. It's holding a wheel at '10 and 2' and that's about it.
My uncle could do what you describe, saki - and he's a blind amputee...

So there goes the three biggest variables for the dragstrip. Besides, I advocate tuning companies going to the dragstrip to showcase acceleration gains of their products. You really think they're not going to sort out the variables???!!!???

They're not going on a hot summer day in <beep> conditions
They're not going with a 400 lb driver or with cement sacks and sandbags in the trunk
They're not going to let someone like Silas drive the car, who couldn't drive his B7 well enough so he bought an automatic B8

So these variables everyone points to are pretty much irrelevant when referring to shop results. They will be addressed. If you take your personal car to the strip, you might not have the motivation to address them all, and that's fine...but surely you can put together a decent pass and know enough that to get a good time, going when it's cool (early spring/late fall/year round in Scotland) is best. A typcial test and tune or run what you brung day/night should see you make between 5 and 10 passes. You'll get it sorted.

An expanded version of what we all read previously...