Thought you guys might find this interesting. X-Post of B6 S4 dyno...
11-04-2006, 11:48 AM
#1
AudiWorld Super User
Thread Starter
Thought you guys might find this interesting. X-Post of B6 S4 dyno...
Please keep in eye on the progress of this vehicle at www.mjbmotorsport.com
Dyno Session #1
1. APR Tune, Hyperflow Intake, APR Downpipes, Milltek Non-Resonated Exhaust
versus
2. Stock Tune, Hyperflow Intake, APR Downpipes, Milltek Non-Resonated Exhaust
THE TESTING FACILITY:
The dyno testing comparison was carried out at Auto Motion of Louisville, Kentucky (502) 589-1155. The dyno operator, Bryan Rose, assisted in running the Mustang AWD Dynometer. Auto Motion is a full service maintenance, repair, and tuning facility with a separate dyno room consisting of two Mustang Dynometers.
See: www.automotionky.com for more information about the facility.
THE PLAYERS:
Audi Performance and Racing (APR) - The APR programming was distributed via high speed internet connection from APR headquarters in Auburn, Alabama (800) 680-7921. According to news archives, APR has been tuning cars as a team since 1997 and today employs over 25 employees. Stephen Hooks is the current president of APR and has spent time as the crew chief for the IAMG/APR Team Motorola Cup S4. Brett Augsburger the Vice President at APR has a degree in mechanical engineering. Ben van Leeuwaarde works as the general director of APR owned Oettinger Performance GmbH located in central Germany. Keith Lucas serves as one of the retail sales consultants.
See: www.goapr.com for information about the products.
Milltek Sport - Milltek Sport is an exhaust design and manufacturing company that is based in the UK. They have been building exhaust systems for over 20 years for automobile manufacturers including Audi, Volkswagen, Porsche, Mini and BMW. They currently have distributors in over 40 countries thoughout the world. The Milltek exhaust that was used on this 2004 Audi S4 was purchased at Stratmosphere, an authrorized Milltek distributor (866)533-1777. Stratmosphere also supplied the Hyperflow induction kit.
See: www.stratmosphere.com and www.millteksport.com
THE PROCEDURES:
1. The vehicle was dyno tested November 4th, 2006.
2. During the month prior, the vehcle had installed the ECU flash programmed with APR Stock/91/93 octane programs. A product tester was present for the flashing of the computer and was instructed on the use of the "flip switch" technology used to switch between programs. The ECU was set to 93 octane mode at that time and was not changed until the second set of dyno runs during this dyno day.
3. The vehicle was run on the dyno for three third gear dyno pulls from 2500rpm to redline while in APR chipped 93 octane mode.
4. The vehicle was stopped on the dyno and the chip program was set to stock mode. The ignition was cycled twice and the vehicle was driven approximately 5 miles on the dyno in street simulation mode to attempt adaptation back to stock values.
5. The vehicle was run again on the dyno for three third gear dyno pulls from 2500rpm to redline while in stock program mode.
THE DYNO CONDITIONS:
Vehicle:
The test vehicle is a 2004 Audi S4 6-speed. Installed on the vehicle was an APR tuned ECU, APR downpipes with 200cpsi metallic high flow catalytic converters, Milltek non-resonated catback exhaust, and Hyperflow induction kit. Also installed on the vehicle was the Bilstein PSS9 coilover system and OZ Ultraleggera 18x8" ET35 wheels with Hankook K104 245/40/18 tires. These components remained on the vehicle throughout the entirety of the two groups of dyno testing. Air pressure in the tires was checked and held constant prior to each dyno day.
The fuel used for each dyno session was Shell 93 Octane V-Power fuel obtained from Lexington Shell on the corner of Sarno Road and Man O'War in Lexington, Kentucky. The vehicle was dyno tested with approximately 8 gallons of fuel in the prior to the session.
The Dyno:
The vehicle was tested on the Mustang AWD Dynometer at Auto Motion during this session. Prior to the session, the current ambient conditions were measured and entered into the dyno computer. SAE correction methods were held constant.
The car was placed on the dyno and strapped down using the same number of straps and same strap locations as each dyno session will use. The single "Tornado Baby" fan was used during the dyno session. The fan was placed in front of the radiator of the vehicle. The hood remained closed during testing. The following is the vehicle setup on the dyno...
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4-Ondyno-1.jpg">
The vehicle was driven approximately 80 miles to the dyno testing facility for this dyno session. It was then allowed to cool for approximately 20 minutes. The water temps remained up to temp at approximately 90 degrees prior to start. During each group of this session the vehicle was dyno tested initially in third gear, rested for 2-5 minutes, dyno tested in third gear, rested for 2-5 minutes, and dyno tested again in third gear. The dyno logs for each second run were recorded and compared in an attempt represent real world conditions of the car's performance on the road rather than one shot suicide dyno runs.
THE RESULTS:
Run Group 1: Runs 2 and 3 with the ECU in APR 93 octane mode with the Hyperflow induction kit, APR downpipes, and Milltek non-resonated catback exhaust.
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-APR-Milltek-1.jpg">
Run Group 2: Runs 2 and 3 with the ECU in stock mode with the Hyperflow induction kit, APR downpipes, and Milltek non-resonated catback exhaust.
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-Stock-Milltek-1.jpg">
Comparison: The following dyno logs represent the middle (second) dyno pulls from Group 1 (modified ECU) and Group 2 (stock program mode).
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-Stock-APR-Milltek-1.jpg">
THE SUMMARY:
With regards to horsepower, no statistically significant changes were seen between dyno groups. The small changes in horsepower seen are best described as normal variance across multiple dyno runs.
With regards to torque, the APR programmed ECU consistently evidenced an increase in torque looking like a small gradual "hump" on the dyno graph from 3800rpm to 4400rpm as compared to the stock mode.
Important to note is that this dyno session does not likely accurately represent a comparison of how the Audi S4 responds to chipping but rather how it performs overall with a chip, intake, and full exhaust. Some factors that preclude this dyno session from being a worthy comparison of stock and chipped runs is that the vehicle was switched to stock mode while on the dyno and given only 5 miles to adapt back to it's stock mode. In retrospect, to make this a true comparison study the vehicle should have been flashed back to it's original OEM code and driven on the streets for at least 100 miles while stopping to cycle the ignition several times.
Also important to mention is that each of the components installed on the Audi S4 performed flawlessly both on the dyno and on the streets. One of the largest likely contributors to these impressive numbers are the APR downpipes with their two high flow catalytic converters that replace the OEM 4 catalytic converters. The quality and durability of these downpipes is phenominal and they come at a very affordable price. The Milltek exhaust lacks in finish, but the durability and sound of the non-resonated unit mated to the downpipes is remarkable. Several people at the facility made their way to the car to remark on the fantastic sound and one of the employees made mention that he would like to trade in his LS1 for the Audi S4. The Hyperflow induction may also have contributed to these numbers and has a high quality fit and finish. More testing on the Hyperflow will follow using intake air mass logs comparing to stock and other intakes on the market. The APR chip has performed well and likely has more potential. It evidenced zero knock retard throughout the entirety of its time on the vehicle and was stealth to diagnostic tools as advertised.
As always, thank you to the folks at Auto Motion, APR, Milltek, and Stratmosphere.
Dyno Session #1
1. APR Tune, Hyperflow Intake, APR Downpipes, Milltek Non-Resonated Exhaust
versus
2. Stock Tune, Hyperflow Intake, APR Downpipes, Milltek Non-Resonated Exhaust
THE TESTING FACILITY:
The dyno testing comparison was carried out at Auto Motion of Louisville, Kentucky (502) 589-1155. The dyno operator, Bryan Rose, assisted in running the Mustang AWD Dynometer. Auto Motion is a full service maintenance, repair, and tuning facility with a separate dyno room consisting of two Mustang Dynometers.
See: www.automotionky.com for more information about the facility.
THE PLAYERS:
Audi Performance and Racing (APR) - The APR programming was distributed via high speed internet connection from APR headquarters in Auburn, Alabama (800) 680-7921. According to news archives, APR has been tuning cars as a team since 1997 and today employs over 25 employees. Stephen Hooks is the current president of APR and has spent time as the crew chief for the IAMG/APR Team Motorola Cup S4. Brett Augsburger the Vice President at APR has a degree in mechanical engineering. Ben van Leeuwaarde works as the general director of APR owned Oettinger Performance GmbH located in central Germany. Keith Lucas serves as one of the retail sales consultants.
See: www.goapr.com for information about the products.
Milltek Sport - Milltek Sport is an exhaust design and manufacturing company that is based in the UK. They have been building exhaust systems for over 20 years for automobile manufacturers including Audi, Volkswagen, Porsche, Mini and BMW. They currently have distributors in over 40 countries thoughout the world. The Milltek exhaust that was used on this 2004 Audi S4 was purchased at Stratmosphere, an authrorized Milltek distributor (866)533-1777. Stratmosphere also supplied the Hyperflow induction kit.
See: www.stratmosphere.com and www.millteksport.com
THE PROCEDURES:
1. The vehicle was dyno tested November 4th, 2006.
2. During the month prior, the vehcle had installed the ECU flash programmed with APR Stock/91/93 octane programs. A product tester was present for the flashing of the computer and was instructed on the use of the "flip switch" technology used to switch between programs. The ECU was set to 93 octane mode at that time and was not changed until the second set of dyno runs during this dyno day.
3. The vehicle was run on the dyno for three third gear dyno pulls from 2500rpm to redline while in APR chipped 93 octane mode.
4. The vehicle was stopped on the dyno and the chip program was set to stock mode. The ignition was cycled twice and the vehicle was driven approximately 5 miles on the dyno in street simulation mode to attempt adaptation back to stock values.
5. The vehicle was run again on the dyno for three third gear dyno pulls from 2500rpm to redline while in stock program mode.
THE DYNO CONDITIONS:
Vehicle:
The test vehicle is a 2004 Audi S4 6-speed. Installed on the vehicle was an APR tuned ECU, APR downpipes with 200cpsi metallic high flow catalytic converters, Milltek non-resonated catback exhaust, and Hyperflow induction kit. Also installed on the vehicle was the Bilstein PSS9 coilover system and OZ Ultraleggera 18x8" ET35 wheels with Hankook K104 245/40/18 tires. These components remained on the vehicle throughout the entirety of the two groups of dyno testing. Air pressure in the tires was checked and held constant prior to each dyno day.
The fuel used for each dyno session was Shell 93 Octane V-Power fuel obtained from Lexington Shell on the corner of Sarno Road and Man O'War in Lexington, Kentucky. The vehicle was dyno tested with approximately 8 gallons of fuel in the prior to the session.
The Dyno:
The vehicle was tested on the Mustang AWD Dynometer at Auto Motion during this session. Prior to the session, the current ambient conditions were measured and entered into the dyno computer. SAE correction methods were held constant.
The car was placed on the dyno and strapped down using the same number of straps and same strap locations as each dyno session will use. The single "Tornado Baby" fan was used during the dyno session. The fan was placed in front of the radiator of the vehicle. The hood remained closed during testing. The following is the vehicle setup on the dyno...
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4-Ondyno-1.jpg">
The vehicle was driven approximately 80 miles to the dyno testing facility for this dyno session. It was then allowed to cool for approximately 20 minutes. The water temps remained up to temp at approximately 90 degrees prior to start. During each group of this session the vehicle was dyno tested initially in third gear, rested for 2-5 minutes, dyno tested in third gear, rested for 2-5 minutes, and dyno tested again in third gear. The dyno logs for each second run were recorded and compared in an attempt represent real world conditions of the car's performance on the road rather than one shot suicide dyno runs.
THE RESULTS:
Run Group 1: Runs 2 and 3 with the ECU in APR 93 octane mode with the Hyperflow induction kit, APR downpipes, and Milltek non-resonated catback exhaust.
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-APR-Milltek-1.jpg">
Run Group 2: Runs 2 and 3 with the ECU in stock mode with the Hyperflow induction kit, APR downpipes, and Milltek non-resonated catback exhaust.
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-Stock-Milltek-1.jpg">
Comparison: The following dyno logs represent the middle (second) dyno pulls from Group 1 (modified ECU) and Group 2 (stock program mode).
<img src="http://www.mjbmotorsport.com/sitebuildercontent/sitebuilderpictures/B6S4Dyno-Stock-APR-Milltek-1.jpg">
THE SUMMARY:
With regards to horsepower, no statistically significant changes were seen between dyno groups. The small changes in horsepower seen are best described as normal variance across multiple dyno runs.
With regards to torque, the APR programmed ECU consistently evidenced an increase in torque looking like a small gradual "hump" on the dyno graph from 3800rpm to 4400rpm as compared to the stock mode.
Important to note is that this dyno session does not likely accurately represent a comparison of how the Audi S4 responds to chipping but rather how it performs overall with a chip, intake, and full exhaust. Some factors that preclude this dyno session from being a worthy comparison of stock and chipped runs is that the vehicle was switched to stock mode while on the dyno and given only 5 miles to adapt back to it's stock mode. In retrospect, to make this a true comparison study the vehicle should have been flashed back to it's original OEM code and driven on the streets for at least 100 miles while stopping to cycle the ignition several times.
Also important to mention is that each of the components installed on the Audi S4 performed flawlessly both on the dyno and on the streets. One of the largest likely contributors to these impressive numbers are the APR downpipes with their two high flow catalytic converters that replace the OEM 4 catalytic converters. The quality and durability of these downpipes is phenominal and they come at a very affordable price. The Milltek exhaust lacks in finish, but the durability and sound of the non-resonated unit mated to the downpipes is remarkable. Several people at the facility made their way to the car to remark on the fantastic sound and one of the employees made mention that he would like to trade in his LS1 for the Audi S4. The Hyperflow induction may also have contributed to these numbers and has a high quality fit and finish. More testing on the Hyperflow will follow using intake air mass logs comparing to stock and other intakes on the market. The APR chip has performed well and likely has more potential. It evidenced zero knock retard throughout the entirety of its time on the vehicle and was stealth to diagnostic tools as advertised.
As always, thank you to the folks at Auto Motion, APR, Milltek, and Stratmosphere.
11-05-2006, 05:46 AM
#5
AudiWorld Super User
Thread Starter
Yeah, same prinicple but for the A4 i'd stick with carbonio...
the shielding of the carbonio and the filter element they use is incredible on the A4. On the S4 everythig is a bit different. It's sold at stratmoshphere if you want to have a look but for the A3 you cant beat the Carbonio IMO.
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11-05-2006, 02:59 PM
#9
AudiWorld Super User
In a few tests, non-oe intakes have shown a <decrease> in HP data.
11-05-2006, 03:50 PM
#10
AudiWorld Super User
Thread Starter
I hear ya. I dont know how many "dont bother" posts I made when I had the B5...
so I took a chance on the carbonio and told them to be carefull selling it to me bc I sure would be posting about it if I didnt like the numbers and they said for me to go ahead and buy it that I would be impressed. I am. Logged 12-15g/s gains across the rev band and the stage 3 guys are all consistently logging 30g/s gains with no appreciable raise in IAT at all that have been seen with open elements.