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Post by Rob Bell on Jul 27, 2004 10:02:09 GMT -5
Dave Walker has now posted the power curves of his efforts with the M3D on the normally aspirated VVC engine. The engine in question uses a Janspeed 4-2-1 manifold and an ITG airfilter - the results were very impressive. The flattening off of power right at the top end is due to an oversight on Dave's part: he was using the TurboTechnics map for the TT215 conversion which has an extra pair of injectors - which don't exist on the standard engine!  Expect more power than this!  I'd expect to see similarly impressive results (perhaps more) on Dave's and Paul's VVCs which have better head breathing... I wonder if 190 is a reasonable target if a Piper reground exhaust cam were also thrown into the equation? I think that is what is planned for this particular 111S... |
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Post by NeilStothert on Nov 15, 2004 3:38:20 GMT -5
What are the pros and cons of the Emerald chip?
Does it completely replace mems?
Will the alarm etc no longer function?
Question Questions.
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Post by Rob Bell on Nov 15, 2004 5:46:43 GMT -5
Pros for the M3D are going to centre on all that extra power and torque that appear to have been conjured from nowhere. But the biggest advantage is when you do a 'Dave' on your cylinder head. Much greater air flow rates mean that the standard fuelling map is limiting - as DaveL found at G-Force. Whereas the FSE FPR is a bit of a 'bodge' - an Emerald means optimised fuelling throughout, whereas there are points on Dave's power curve where the engine is over-fuelled, and therefore not performing optimally. Downside? Cost is one area (obviously) - but the Emerald appears to be very reliable. Not sure that it fuels as efficiently as MEMS in closed-loop operation, but I guess if you are going for out and out performance, tree-hugging is not an absolute priority. Regarding the alarm/immobiliser - actually no problem. The standard system is retained, and the Emerald programmed to work with the Lucas 5AS system installed in your car.  TimW can probably give you more of a low down in terms of living with the M3D than I can... |
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Post by Rob Bell on Nov 25, 2004 4:40:57 GMT -5
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Post by dave on Nov 28, 2004 13:10:17 GMT -5
Yep, still watching it - no further comment yet from DVA on the fuelling. |
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Post by Steve on Nov 29, 2004 3:28:30 GMT -5
The Piper Exhaust cam for the VVC (VVCBP270) has a lift of 9.86mm duration 264 and cost £120 from Piper. Its a repo cam.
I wonder if the opening/closing ramp is different from say a normal 633 grind cam? I know the lift on the 633 is slightly different at 10mm but the duration is the same.
Can they be interchanged?
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Post by Rob Bell on Nov 29, 2004 7:06:11 GMT -5
Fit a 633 in place of the standard VVC exhaust cam? I don't see why not Steve. I remember that DVA himself was talking of replacing the standard exhaust cam with a BP270H - and there's not too much to call between the 633 and 270 (the 633 being the more aggressive, but still 'safe' with the standard springs and hydraulic tappets).
Thing is, at 120 quid, the reprofiled cam is a good deal cheaper than a new 633 isn't it?
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Post by TimW on Dec 1, 2004 7:45:40 GMT -5
Now we know that the standard VVC head is pretty good for air flow even before DVA's work it can flow up to 180 bhp (on MTB's without the VVC mech) so logic would lead us to believe that a hotter exhaust cam will work nicely on the stock head above 170 (say), stick this with an emerald and you're onto something good. Fuelling is always the issue with the MEMS as dave knows so this is a reasonable route to take. However, mapping the Emerald for a VVC does take longer so the basic mapping cost (£200+vat) might be a bit higher. All put together ECU (£550+VAT), Cam (£150), Vernier cam(important £75), Rolling Road mapping (£200+VAT) and Fitting (Say £200), It's not that cheap  |
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Post by TimW on Dec 1, 2004 7:49:45 GMT -5
What are the pros and cons of the Emerald chip? Does it completely replace mems? Will the alarm etc no longer function? Question Questions. No problems with the alarm - it's on a different module No problems with the immobiliser - the Emerald 'learns' the code. The one down side is that by the mere nature of the mapping process the Emerald might need a bit of fine tuning. Correction factors can be made for temperature differences between season but these might need fine tuning. Other than that the emerald has worked a treat, and it can be swapped from car to car, and it has a data logger too |
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Expect more power than this!
